The Truth About Cars » b13 http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Tue, 01 Jul 2014 21:35:34 +0000 en-US hourly 1 http://wordpress.org/?v=3.8.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » b13 http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Piston Slap: The Sentra’s Salt Assault http://www.thetruthaboutcars.com/2013/02/piston-slap-the-sentras-salt-assault/ http://www.thetruthaboutcars.com/2013/02/piston-slap-the-sentras-salt-assault/#comments Mon, 18 Feb 2013 14:13:14 +0000 http://www.thetruthaboutcars.com/?p=478002

TTAC commentator greaseyknight writes:

Sajeev,

I have a question that I would like to throw at you and the Best and Brightest. Time is of the essence! In about a month I will be moving from the PNW to Wisconsin. My car is a rust free ’92 Nissan Sentra, and I would like to keep it that way during my stay in that state, which is be at least a couple years.

I really have no idea what precautions I should take being from the PNW, where under car rust is a totally foreign concept. I have heard of various under body treatments like Fluid Film and others, but what should I use? I really enjoy the piston slap articles, keep up the good work!

Sajeev answers:

First, let’s be clear on one thing: rustproofing is pointless for folks who keep their car for 10-ish years. Second, the B13 Sentra is a sweet little machine, totally worth keeping around for the rest of your life. For special cases like you, consider a rust proofing, undercoating spray from a shop that does such things.

If done correctly (i.e. not blocking up drain holes in the body) these sprays are a great idea for an older car with cherry metal.  They probably will not save every nut and bolt from the Rust Devil, but major components will be far better off.  Let’s say that you move to Wisconsin for more than two years: don’t worry, if all else fails you can replace any bolt-on component using the magic power of the Internets and loyal followers of the Sentra (and its Mexican twin, Señor Tsuru) while the spray-on undercoating protects the rest.

Other things I recommend?

  • Mud Flaps installed using the factory holes in the wheel arches…if possible, as that makes future removal far cleaner. If not, drill the holes and PAINT the exposed metal before installing. The Mad Tite stance and golden wheels below are optional, naturally.
  • Slathering the underside with used motor oil, letting it get all thick and coagulated and nasty ‘n shit…stank enough to scare away road salt. Not exactly earth friendly, but it won’t go anywhere once it gets sticky and coated with road grime. So there’s that.
  • Don’t use local car washes with recycled water…as that water already has the salt of previous cars.
  • Pour water over every seam, gap, upstream drain hole (i.e. not the ones at the bottom of the doors) etc. and let Mother Nature freeze these access points shut.  Never park the car in a heated garage (or any place that goes above 32 degrees) and salty water can’t get in!
  • Stop listening to the H-town boy and listen to people who actually deal with road salt for better advice.

Off to you, Best and Brightest.

 

 

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Curbside Classic: 1983 Mazda RX-7 http://www.thetruthaboutcars.com/2010/02/curbside-classic-1983-mazda-rx-7/ http://www.thetruthaboutcars.com/2010/02/curbside-classic-1983-mazda-rx-7/#comments Tue, 16 Feb 2010 06:22:52 +0000 http://www.thetruthaboutcars.com/?p=345536

Zing! That word encapsulates the RX-7. The only vocabulary the little coffee-can rotary had was zing! (snick) zing! (snick) and zing again! Sooner rather than later, it zinged you for a couple of Gs when its rotor seals gave up the zing! But that didn’t come as a surprise, and it never zinged you for anything else. That is, unless you got a little too frisky in certain corners, and the live rear axle might toss you a nasty little over-zing. As long as you could live on a torque-free diet, the RX-7 was one of the best friends an enthusiast driver could hope for in its day. And there are still loyal devotees of Zing-Buddhism today.

Cars like the gen1 RX-7 appear as magic. Who could imagine that a bunch of Mazda sedan parts artfully rearranged within the tenets of minimalism could have such a profound affect? Just when all hope for the rapidly bloating Datsun Z was gone, along comes the same formula, but even better. Well, different, anyway; and certainly more fun in the go-cartish way. The RX-7 and VW GTI were the two boons in an era where cheap thrills weren’t always.

The GTI was certainly the more practical of the two, and not just for the back seat. Its torquey long-stroke four was never caught flat-footed. The little Mazda rotary was always asleep below about 3500 rpm, and really only perked up for the last heady rush to 7,000 rpm. Not the thing for long commutes with the A/C on in LA’s rush hours. But a good friend did that for well over a decade with a white RX-7 like this one. Except for the inevitable rotor seal rebuild, it never gave him any real problems, and he had bought it used. This one still looks mighty solid too.

With all of 100 hp on tap if you kept it singing soprano, one’s downshifting algorithms had to be reprogrammed. The transition from a Detroit V8 was brutal, if not almost dangerous. Below the happy range, absolutely nothing happened. It would have worn on me for the long haul, but then I do savor a dollop of torque with my horse meat.

I’m not fully versed in the origins of the RX-7, but it’s pretty obvious that if Mazda’s rotary was going to keep zinging, it needed a new home. The line of rotary sedans and coupes had reached the end of the line, with the RX-4 being terminated in 1978. Efficiency had improved somewhat over the earlier RX-2 and RX-3, but just couldn’t be competitive with tightening CAFE and increasing gas prices. The new 1979 626 was strictly piston powered.

Guesswork tell me that the RX-7 shared some/most of the new 626 underpinnings, like the four-link rear axle, which gave the sedan and coupe the inevitable “poor man’s BMW” moniker. And given that the RX-7 didn’t even have rack and pinion steering, my guess about parts sharing is probably pretty safe. But the featherweight rotary tucked down low and back in the RX-7 compartment resulted in a perfect 50-50 weight distribution. And the overall weight of around 2400 lbs made all the more tossable. The Mazda parts department salad was tasty, and a hit. Almost a half-million came off the lines in Hiroshima; something its less delectable successor could only dream of.

Of course there was the GSL-SE, with the bigger fuel injected 13B engine that packed 135 horses. Never drove one, but everyone raved about what a difference it made, and how it finally made  the RX-7 truly whole. It came along late in the game, but that’s the one to look for. Unless you really love zinging.

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