A stock 2021 Bronco Badlands finished third in the NORRA Mexican 1000 off-road rally, driven by two Ford engineers. The podium finish came in the Pre-Runner Truck class.
Bronco engineer manager Jamie Groves and Seth Goslawski, another Bronco engineer, drove the majority of the 1,141 mile race across the Baja peninsula. Brad Lovell, a Bronco advisory panel member and prior NORRA winner, helped navigate and drove one stage during the five-day event.
The Watt Electric Vehicle Company (WEVC) has unveiled the EV Coupe, a classic shape inspired by the 1955 Porsche 356A. WEVC is not connected with Porsche AG. WEVC does not imply that any of their products are a product of Porsche AG, nor are the Porsche or 356 names used or associated with WEVC products. So why would we think WEVC is on a slippery slope?
A 2,000 horsepower 1970 Dodge Challenger was selected Best in Show from a group of 50 vehicles at the Barrett-Jackson auction this past weekend in Scottsdale, Arizona, and awarded the 2021 Barrett-Jackson Cup. The Challenger was among five finalists, including a ’32 Ford Tudor, ’55 Chevrolet Bel Air, ’63 Chevrolet Bel Air Wagon, and a ’70 Ford F-100 Pickup.
Blend a 2020 Jeep Wrangler Rubicon with a 1968 Jeepster Commando and what do you get? A throwback that epitomizes why you build concept vehicles. I have to imagine it was as much fun for the designers, as it was the fabricators and the PR team that gets to display them this week at Easter Jeep Safari.
Low-volume manufacturers may now sell replicas of cars made at least 25 years ago. At long last, The National Highway Transportation Safety Administration (NHTSA) has completed regulations to allow specialty car makers to produce and sell completed, turnkey cars.
Barrett-Jackson Collector Car Auctions, Goodguys Rod & Custom Association, and the City of Scottsdale announced revised dates for two events at WestWorld of Scottsdale this year. Barrett-Jackson’s Scottsdale Auction will be held March 20-27, while Goodguys Spring Nationals is scheduled for April 16-18.
ZeroLabs Automotive is re-engineering 1965-77 Ford Broncos as electric vehicles, with the mantra of “the past we love” and “the future we need”. Net-zero emissions aside, Hawthorne, California’s latest tech start-up, ZeroLabs envisions themselves as the savior of tens of thousands of classic cars that would otherwise be rendered obsolete and left behind.
It should come as no surprise that some of the most iconic automobile designs have interesting associations in their geneses. Where those associations come from, though, can sometimes be surprising, as companies leapfrog the globe trying to find the talent, technical expertise, and productive capacity to build a new or unique model.
These stories seem to pop up more often when there’s a shift in a company’s priorities or an attempted to redefine its direction or mission. Large organizations can be slow to adjust to these changes, and so often these major manufacturers turned to small teams to produce what have often become standout models from already legendary lineups.
Often, but not always, as we see in this montage of odd couples.
The shopping center had seen better days.
Most of its smaller spaces were vacant, long since abandoned with only the leaves left scuttling about on the breeze to give the empty storefronts the illusion of life. Now, only the anchor stores remained. On one end of the complex, a dollar store. It somehow managed to look even more run down than most and had perhaps a dozen cars parked out front. At the other end, a cut rate supermarket — one of those places that sell mostly canned food and dried goods on the verge of expiry — had a dozen more cars sitting at its doors.
Much to my disappointment, a Chrysler 300M was among them.
Last fall, we had a typical-for-TTAC slap fight between Bark and Mark, centered around Nissan. I’ve been ruminating on this argument for months, but my conversation last week with NISMO chief Hiroshi Tamura — and seeing what Nissan chose to feature in New York — finally pushed me over the edge.
As I walked through the glass doors in the Jacob Javits Center last Wednesday morning, preparing for my first auto show as a member of the press, the automaker that’s defined much of my motoring life was front and center.
Somewhat inexplicably, Nissan had rented possibly the best, highest-traffic space in the entire hall and filled it with a tribute to a six-figure supercar, complete with a bunch of old cars the U.S. never saw when new.
When I started kicking tires and taking photos at the Fleet Activities Yokosuka Lemon Lot, I was hoping to document the dark underbelly of the Japanese Domestic scene. I figured I would find all sorts of bottom dwellers — you know, cars that should have been consigned to the junk pile years ago. That hasn’t been the case.
There are tons of large, respectable people movers on display and next to them are dozens of cheerful, little economy cars. Once in awhile we get a performance car, or at least something that could have been sporty if it had the right options, but I have yet to see any bestickered, black hooded, wanna-be drift cars. Finding interesting cars has been really difficult, so today I will show you something I have hitherto been ignoring – the imports.
February ends. March begins. What better way to celebrate the sunny-but-cool weather of early spring than by looking at military castoffs? Luckily, the Lemon Lot full of them, and some were quite appropriately named.
Ladies and gentlemen, I give you one of Nissan’s cutest products: the March.
It wasn’t supposed to be like this.
The Town & Country I worked so hard to import into Japan was supposed to be my wife’s. I had planned to buy whatever I wanted and, although I hadn’t quite decided on what that was going to be, classic Japanese iron was on my mind. The second-generation Toyota Soarer and the ’90s-era Toyota Celica GT-Four were leading candidates. I was having fun considering other options, too.
A second minivan, however, was not among them.
I had another opportunity to visit United States Fleet Activities Yokosuka last week and, naturally, I brought along my camera for another visit to the “Lemon Lot.”
While my last visit noted the many people haulers for sale and focused on a pair of cheerful Toyota Fun Cargoes, this time, my attention was drawn to sportier fare.
I had the opportunity this week to visit United States Fleet Activities Yokosuka, a U.S. Navy base in Yokosuka, Japan originally established in 1866 by the Japanese Imperial Navy. The facilities are currently used to support and repair U.S. naval vessels assigned to the Western Pacific. On the day of my visit, there was a lot of activity and several warships along the waterfront, but I wasn’t there to enlist.
Instead, my motivation for visiting was much more mundane. I was there to eat tacos and check out the hoopties on the base lemon lot.
It’s Friday and once again it’s time for an update from Japan where my efforts to get my Town & Country licensed and street legal continue unabated.
Last week’s baby steps have led to modest results. My visit to the local police station netted me a parking permit on Tuesday and, although I am immensely self-satisfied at the results, I am aware that the permit’s issuance has started a 30 day countdown clock. If I cannot complete the entire registration process within that window, I will have to repeat this step of the process.
Naturally, I would rather avoid that.
About two months ago, I purchased my fourth new-to-me car in as many years — and I still had two of the previous three. Of those three, one was purchased for adventure (a 1977 Porsche 911S that I drove cross-country and back nine days after purchasing it), one because of nostalgia (a Honda S2000, I bought one new and missed it), and the third due to reputation (an Acura NSX, I had never even driven one before buying this one online). Those reasons must be the foundation for some sort of automotive cardinal sins list.
However, I bought the fourth one because it represented such a good value. It was a 1999 Porsche 911 Carrera with about 146,000 miles. It hadn’t had the IMS bearing replaced, but I figured that with such high mileage it probably wouldn’t have an issue. Is this foreshadowing? The seller was a friend who had owned it for about two years but had purchased a mid-eighties 911 Targa recently and didn’t want the ’99 as a daily driver any longer.
Painted a pretty medium blue, the 996 was equipped with a beige interior and GT3 wheels. It drove well and — except for mediocre clearcoat and worn leather, a ‘check engine’ light that appeared intermittently, and a blown speaker — it was a solid performer. I certainly didn’t need the Porsche (nor did I have the space), but at $8,500, how could I go wrong?
Merkur? ZOMG SANJEEV Y U NO LS1-FTW?
No surprise, the auto journo that insists on everything LS-swapped is actually a big ol’ fraud. Do as he says, not as he does with TTAC’s Project Car — a 1983 Ford Sierra Ghia previously reviewed with the promise of more to come.
My friend and fellow auto journo Tyson Hugie is the ultimate Acura fanboy. He owns a 2013 Acura ILX 6-speed with the personalized plate ILX, a 1994 Legend GS Sedan 6-speed and a 1992 NSX 5-speed which just hit 100,000 miles. He was honored by American Honda for passing 500,000 miles on his 1994 Legend LS Coupe 6-speed. And he is currently searching for a Vigor 5-speed in Arcadia Green.
Hugie clearly has a case of ADHD – Acura Definite Hyperactivity Disorder.
So naturally we had to take his orphaned Acuras along with the greatest discontinued Honda ever – a S2000 roadster, my 2008 with 32,000 miles – for a run up Tucson’s twisty Catalina Highway to Mount Lemmon and bemoan the demise of these late, great Honda cars. All in the name of automotive research, of course.
Kansas City’s KCTV reported this week on an attempt to repair a 2012 Missouri state law that has led to a dramatic increase in car thefts. The law, which allows people to sell vehicles 10 years or older without a title, was originally intended to help rural property owners dispose of derelict vehicles and outdated machinery that would otherwise be left to rot. Criminals, however, soon discovered that they could scoop up virtually any vehicle that met the standard and sell it to scrap yards for a tidy profit.
It appears that I am a few days behind Matt in cruising westbound down Route 66 in New Mexico. We checked into the legendary Blue Swallow Motel in Tucumcari last night and discovered that our room came equipped with the December 24, 1956 issue of Automotive News, unearthed from a long-closed dealership down the street. Some of the articles in the trade rag proved that today’s car biz is indeed, in the words of Yankee great Yogi Berra, “deja vu all over again”…
The Pontiac Fiero is one of those cars that is forever showing up on lists. A simple on-line search finds that it’s one of the 100 worst cars ever built, one of the ten cars that should be avoided by tall people, one of the worst ever Indy 500 Pace Cars and, because of its poor sales, one of the 10 greatest automotive financial disasters of all time. Other lists, however, rate the little two-seater as one of the best sports cars of the 1980s, call it one of the ten unexpectedly best cars for tall people and even rank it as one of the best choices for future collectability. Oddly enough, the Pontiac Fiero also appeared on my own personal list of potential purchases a few months ago and, despite the fact that I ended up choosing one of its contemporaries, when I recently found a wonderful, low-mileage example at KC Classic Autos in near-by Kansas city, I knew I must see it.
An old car is a feast for the senses. The gentle curve of a fender or the sharply drawn body line pleases the eye while the clatter of valves and the whine of spinning belts combine to make mechanical music. The exhaust gasses, which smell just a tad too rich, blend with the odors of old motor oil, decaying rubber and that musty smell that wafts from the car’s interior to fill your olfactory, while the mixture of gasoline, oil and grease that makes your hands feel so slippery even finds its way onto your tongue when you bring the fingertip you burned on a hot manifold to your mouth. You see it, hear it, smell it, feel it and can even taste it, all five senses touched by one malodorous, malevolent little mechanical beast. Yes friends, if you hadn’t guessed by now, my ’83 Shelby Charger is here at last.
Imagine Detroit at its height, enormous factories and mile-long production lines running day and night, a roiling, churning symphony of man and machine where thousands of workers joined together parts, large and small, from a myriad of sources into single, working vehicle. Although I have toured modern factories in Japan, meticulously clean facilities where technicians in spotless coveralls only complete the tasks that robots cannot, I view the old factories, places like Rouge River that were built in in the first part of the last century, with a special sort of awe. The entirety of what went on there is, to me, unknowable and, like the great pyramids, all that is left of the human toil is the end product. That’s why, when some small piece of history, some bi-product of that mysterious past, catches my attention, I stop and look.
At the big blue water tower, Interstate 90, known locally as the New York State Thruway, sweeps in from the east and turns sharply southward to skirt the city of Buffalo. The main interstate is joined there by I-290, one of the loop roads that comes in from the north, and although the roads are both heavily traveled, the intersection is not especially well thought out. The 290, three lanes wide, makes a clean split, the leftmost lane joining the eastbound lanes of the 90 while the rightmost lane heads up and over an overpass before joining the westbound lanes. The middle lane offers drivers the opportunity to turn either way but most people opt to take the west bound exit and, because the right most lane is eventually forced to merge into the left lane prior to actually joining the 90, most people tend to hang in the middle lane prior to the split and, during rush hour, traffic tends to slow. Naturally, wherever cars slow, dickheads want to use the open lane to pass and then merge at the last moment.
I was browsing the internet the other day and came across a website that purports to be “A guy’s post-college guide to growing up.” Normally I avoid websites like this. I learned about the manly arts the old fashioned way, dangerous experimentation, but since I have been wrestling with an especially verdant crop of nose hair recently I thought I might find some grooming tips and so I decided to check it out. Amongst all the articles on slick, greasy-looking haircuts, sensual massage techniques and the power of positive self-development, I found this handy beginners’ guide on how to drive a stick shif t. Since it was one of the only things on the site I had any real experience with, I looked it over and decided it was pretty good. Naturally, I thought I would share it.
The verdict is in. After two popular articles on the inner workings of the transmission, it is clear that TTAC loves technical articles about complicated mechanical devices. Always one to try to get into the middle of the latest fad, I thought that maybe I too could use my own hard won technical knowledge to write an informative article. The problem is that the only thing I really know how to work on involves technology that is seldom seen in cars these days: steam.
You have to hand it to Lego: years after the patents on their plastic interlocking bricks expired, the company has become expert in parting kids of all ages from their cash. The Lego Movie, a concept that would have boggled the mind of any child of the ’80s, is a certified blockbuster. The Lego Harry Potter and Lego Star Wars video games – that’s a game of a toy of a movie, if you’re counting – are best-sellers across multiple platforms.
Now there’s this, an assemblage of beige-overalled 1980s misfits rendered in blocky, multi-part format, ready to do battle with spectres while making off-the-cuff quips. Talk about shut up and take my money: the Lego Ghostbusters set is relatively affordable, at just under fifty bucks, and is everything you were hoping for. By June, thousands of them should be parked proudly on the desks of all kinds of dudes who are far too old for this sort of thing. I’ve already cleared a space on mine.
The centrepiece of the set, aside from minifig versions of Venkman, Stantz, Zeddemore, and Spengler, is the gloriously recreated Ectomobile – Ecto 1. Thirty years ago this year, the white and red original burst on-screen, sirens blaring.
As a fit for the role, the Cadillac might have been an even better casting choice than Bill Murray as Venkman. When there’s something strange in your neighbourhood, you know who you’re gonna call.
According to the clock, it would still be more than an hour before the sun slipped over the Western horizon and sank into the Pacific, but from my place behind the wheel of my 74 Nova beneath the leaden November skies and running through the steady drizzle, the dark of night was already beginning to ooze its way up and out of the hidden spaces of the great forest that lined either side of the narrow roadway. Ahead, a single mailbox loomed up and out of the mist and I checked its number against the one I had written on a small scrap of paper some hours earlier. To my satisfaction they matched and I pulled off the pavement and onto a long gravel driveway, my headlights cutting a bright swath through the increasingly murky darkness as I worked my way back into the woods.
Photo courtesy of wikipedia
I was about eight years old when I fell in love the first time. She was a long, lanky and curvaceous piece of work, sexy and sophisticated, and I knew the moment that I first laid eyes upon her, her and her sister for there were two parked alongside one another in the driveway, that one day I must possess her. Looking back I can tell your she was a big girl, but compared to the my father’s Oldsmobile Delta 88 she seemed impossibly lithe and trim. Her chrome nameplate told me she was called “Jaguar” and once I spied her no other car would ever be quite good enough.
1991 GMC Jimmy SLE
Sometime in the middle of the night, while I was hard at work moving pallets, opening boxes and arranging Christmas merchandise on the sales floor of the giant wholesale buyers’ club, the clouds moved in and it began to rain. The earth was cold and as soon as the first drop hit the ground it turned to ice. More drops followed, untold millions upon millions of them, and, in the matter of minutes, everything they struck was encapsulated in a growing coat of ice. The rain continued through the night and by the time the sun rose the storm had moved off towards the Cascades, where the increasing elevation forced the clouds higher into the sky and turned the rain to snow. But in the valley the damage had been done and people awoke to a crystalline world in which everyday objects had been transformed into works of art and where every branch and wire were hung with rows of dagger-like icicles.
Photo courtesy of golden2husky
Last week, I wrote a short article about my impending relocation to Kansas and asked for your input on my plan to purchase some kind of an old car to play around with while I am there. I got a huge response and, thanks to so many people’s thoughtful responses, I’m already considering cars I might otherwise have passed right over. Since the move is still some months away, the article was intended to help launch my search and I was having fun reading everyone’s replies and cross checking the various suggestions on Craigslist when, about 235 comments in, I got an interesting offer…
Photo courtesy of Wikipedia
The road led out of town, crossed over a set of rusty, unused railroad tracks and spanned the Pilchuck river via a rickety, one lane, wooden bridge before beginning its climb into high hills above the town of Snohomish. For the most part, the road was long and straight, it’s only when you get up into the hills and forest proper that the landscape becomes rugged enough to force the roads to follow the lay of the land, and although I haven’t been on it in years, I can still see every inch of its length in my mind’s eye. Every dip and bend along its course, the veritable spider web of cracks that decorate its surface, and the broken bits along the edge that claw at the tires and attempt to wrest control away from drivers who are unwary enough to allow their vehicle to stray too far from the center line, are as familiar to me as the faces of old friends and I have carried them, quite literally, around the world and back again.
The joke was that the little Honda was so old and undesirable that it would take a ten dollar bill on the dash and the key in the ignition to attract a thief. With 300K miles on the clock, the little car was old and tired, but my sister Lee and her husband Dave aren’t the kind of people who replace their cars very often. The Chevy Chevette they bought new in 1981 lasted ten long years under their care so the little Civic, purchased used in 1991 from one of my father’s workmates, was on target to last forever. Other cars came and went in the driveways of the other houses up and down the street, but in their driveway the Civic endured, a fixture of solidity and reliability in an ever changing world. And then one day, it was gone.
At the stroke of midnight, a new millennium would begin and the whole world was supposed to come unhinged. Religious leaders were telling us that we needed to be afraid because Jesus Christ, aka the “Prince of Peace,” was coming back to wreak holy vengeance upon us all, cosmologists hinted that that an ominous planetary alignment was going to totally screw up our Feng Shui and computer experts were saying that the silicon chips that they had been relentlessly incorporating into everything since the late 1980s were going to suddenly freak out. It was this last thing that got most people’s panties in a twist. When the computers stopped, we were told, power grids would fail and modern society would grind to a halt. Anything that had an internal clock, they said, would simply stop working.
It wasn’t my first job, not even close. In fact, by the spring of 1986 I had been fired from several different places. I had drifted a bit in the two years since I had graduated from high school and had gone through an entire string of dead end jobs. No matter what kind of work it was, I never seemed to last more than a few weeks. I wasn’t a bad guy really, I didn’t steal or do horrible things, it’s just that I wasn’t a hard worker and for some reason, a lot of employers really objected to that. Eventually, however, something inside me clicked into place and when I finally landed a job as a clerk at an auto parts store I was determined to keep it.
Way back in 1973, a relatively young and inexperienced director by the name of George Lucas made a movie that starred a whole bunch of nobodies. Called “American Graffiti,” it turned out to be the little movie that could. Co-Produced by Francis Ford Coppola and Gary Kurtz for just $775,000, it went on to become one of the most profitable films of all time, making an estimated $200 million dollars and, in the process, turned several of those “nobodies,” people like Ron Howard, Harrison Ford, Richard Dreyfus, Suzanne Summers, and Cindy Williams, into bankable stars. In 1995, the National Library of Congress declared it to be “culturally, historically and aesthetically significant” and selected it for preservation by adding it to the National Film Registry.
For those of you who haven’t seen it, I won’t ruin the story by revealing any of the finer points of the plot. Generally speaking, it is the story of teenage angst and antics set amid classic cars and punctuated by great old-time rock and roll music and the action follows several teens on a hot August night in the far away year of 1962 as they cruise their cars around the California town of Modesto in search of action and adventure. The movie hit theaters just as the first wave of the baby boom generation, people born between 1946 and 64, began to close-in on the ripe old age of 30 and to see it now is to look back upon the days of their youth through the rose colored glasses of nostalgia.
Image courtesy of allpar.com
I am sure the diagnosis came as a shock. It was cancer and the prognosis was not good. The man must have looked at what he had made of his life, weighed the good and the bad against one another, and realized that his 13 year old son was his crowning achievement. He was a good kid, honest, innocent and open to the experiences of the world, but not without that streak of mischievousness that all boys his age had. He would, in time, become a fine man but there remained a long road to manhood. A road he would soon have to walk alone.
The man knew he would miss so many important moments in the boy’s life, the baseball games, high school, his first date, his graduation, college and career. He would never meet the boy’s wife or be there to see him hold his children. Still, there was one thing he could do, never mind the fact that there were years left to go before the boy could get his driver’s license, a rite of passage that had bound father and son together for decades. He could buy the boy his first car and then pass on in the knowledge that he had been able to help his son reach at least one of life’s great milestones.
111 articles. I’m a little surprised by that number. Some months ago, when I submitted my snippet to TTAC’s Future Writers’ Contest, I had no real idea that it would lead to a regular place on these hallowed pages. Like a lot of you, I had read TTAC for years and even commented from time to time, but until that contest began I had never thought about becoming a contributor. I am not an industry insider nor do I have any real insight into car design, manufacturing, sales or even repairs. I am just a regular guy who loves cars. Still, I knew I could write and so when the contest came up I thought I would go ahead and send in a piece to see how I stacked up. I’ve always had a way with words and I figured I would win hands down – boy was I wrong about that, I didn’t even win my own day. Still, I received enough votes to get a full try-out and once I got the editors’ email addresses I just kept on sending them stories until they gave me access to the back side of the site. For some reason no one has told me to stop and now, whether you like me or not, you are stuck with me.
The ’91 GSXR 1100 was a feral beast. It had been tame once, well “mostly tame” anyhow, but the bike’s previous owner had stripped away the thin veneer that civilization had imposed upon it and restored it to its primeval form. It hadn’t taken much, really. Larger carburetors, performance cams and a full race exhaust had transformed the bike from a wickedly fast street machine into a full-race bike that, despite the license plates, had no business being on the street. Still, it had a sort of lethal charm that attracted men like me: confident, experienced, prideful. It was a battle of wills I would not lose. I was determined to master the bike and, like a living thing, the bike was determined to kill me.
Earlier this week I wrote a little article about the SEMA show and those weird little auto add-ons that so many people choose to stick all over their otherwise decent looking rides. In it, I contrasted performance add-ons with “auto accessories” and tried to poke a little fun at those plastic chrome doo-dads and the people who abuse them. It wasn’t really intended to be a heavy “think piece.” It was supposed to be light, fun and maybe elicit some cheerful banter from the best and brightest. Nice and easy, right? Hell no. As usual, the TTAC readership doesn’t make anything easy…
Image courtesy of tofugu.com
I hear the SEMA show was last week. You know the SEMA show, right? It’s that important aftermarket manufacturers’ show held each autumn in Las Vegas where various companies try to pitch their products to customizers and retailers. Like all good automotive trade shows, SEMA features hundreds of companies and dozens upon dozens of custom vehicles. The fancy, hand-built cars draw people to the displays and form a pretty canvas on which a company can display its wares. But like any fashion show there is a hidden truth. The special parts on this or that big-name builder’s hot rod won’t have the same effect on your own, more mundane vehicle. No, for most of us beauty is an illusion; the phrase “lipstick on a pig” exists for a reason.
Photo courtesy of curbsideclassic.com
My 1974 Nova was as utilitarian as they come. It was a low optioned base model with a 250 CID inline six mounting a one barrel carb and backed by a three speed manual with a column mounted shift lever. It had so few options that on the inside it had a rubber floors, vinyl seats and a pegboard for a headliner. Outside there was no decoration, nary a pinstripe nor so much as a strip of trim to protect the car’s flanks from door dings. It was a plain, gutless, spiritless little car that inspired no passion or love from anyone other than the 17 year old boy who owned it. To me it was, and still is, one of the greatest cars ever built.
Photo Courtesy of Cardomain.com
Today, my wacky morning DJ, right after he said democracy was a joke and called me “dude,” hit us with this fun fact: 39% of young people choose the same brand of car their parents drove. I’m not sure if that is impressive as the previous day’s fact, that 20 million pounds of candy corn are sold annually in the United States, but it made me think about my father’s preference in vehicles and whether or not I had followed suit. Despite the fact that my old man had pretty good taste in cars, the answer, oddly enough, is “no.”
Photo courtesy of GMauthority.com
So I read earlier this week that Bob Lutz is saying that the US Government killed Pontiac. He says that GM had big plans to rescue the struggling brand with innovative, rear-wheel designs that included small performance cars that would have set the Germans back on their heels. Had these plans come to fruition, he hints, enthusiasts would have been busting down the doors and the brand would have quickly returned to good health. Sounds like new golden age for Pontiac was just around the corner. And it would have worked too, if it weren’t for those meddling Feds. That’s what Bob says anyhow, but I’m not so sure. The way I remember it, I had a hand in killing Pontiac, too.
Ah, the good old days. A time when smartphones were just PDA’s with hormone imbalances.
A time of basic cell phones, brick-thick cameras, and camcorders barely big enough to require a hand strap.
I remember all this old tech like it was yesterday, and for one simple reason: I still used all of them until recently.
Image Courtesy of: Crushable.com
My dad freaked out. We weren’t going that fast when the old dump truck struggled out onto the road some distance ahead of us and it was a simple matter to just let off the gas and coast for a bit while the old truck worked its way up through the gears to the posted 35mph limit. The road in front of the construction site was a mess of mud and gravel and although I am sure my father didn’t appreciate the muddy spray on the otherwise clean flanks of his Delta 88, he seemed rather unbothered about the whole event – at least until we finally closed the distance and drew up behind the big truck. It was then he read the scene in front of him and jumped hard on the brakes. As the old truck rumbled away he turned to me and asked “Did you see that?”
I’ve let myself go over the years. No, I’m not talking about the almost 100 pounds I have gained since I left hallowed halls of Snohomish High School almost 30 years ago, I’m talking about my driving habits. 10 and 2 has slipped to 7 and crotch, with crotch occasionally slipping to 6 to steady the wheel while 7 moves around for added leverage. Know what I mean? I know you do…
Long, low and impossibly red, the TR6 was unlike any car I had ever seen. Despite an endless supply of tight, winding roads Snohomish Washington has never been “sports car” country. When my brother’s friend John showed up with the Triumph, it made a hell of an impression. John was a nice guy and that’s saying a lot, honestly, because when you are a little kid, most of your older brothers’ friends don’t even bother to give you the time of day. But John was different. Tall, with movie-star good looks, he could have been a snob but he just wasn’t wired that way. Maybe that’s why the old car fit him so well. It was sporty and good-looking to be sure, but it was also restrained and somehow more approachable than its higher strung brethren. Naturally, I asked if I could drive it.
Like so many broken down old cars, the old Plymouth sat forlorn and alone at the far edge of the driveway. Even from a distance, it looked like it was a mess, its green paint was peeling away and the hood, which for some reason had a flat black square in the middle, was entirely oxidized. Up close I could see that the interior was just as bad as the exterior. The dash pad was totally cooked and the vinyl seats had split wide open along their seams. My buddy Rick, however, insisted the car was cool and to prove his point he raised the hood to show me a tired old engine that he insisted was a 383 big block. I looked it over, noting the four barrel Holley double pumper without an air cleaner and the unpainted valve covers that had leaked an impressive amount of dirty black oil over the years, and tried to find something to be positive about. Finally I found it, bolted to the inner fender was a splash of faded purple and a sticker featuring a cartoon character. Its text proclaimed “Voice of the Roadrunner” and I knew in an instant, with all the certainty that 19 years of life experience had given me, that my friend had been right all along.
When I was around six years old someone told me girls were icky. I’m not going to lie and say that I have ever completely overcome that. Four decades later I can tell you that for the most part girls are OK, but on some levels they remain strange, unknowable creatures. To attempt to understand them is to flirt with madness. They like things I could never like, “The Real Housewives,” cats, and leafy green vegetables are just a few examples and, what is worse, they have the expectation that if they bring these things into the home that I will somehow learn to like them too. In the 1970s, marketers discovered that women wield a considerable amount of control over the household finances and they began to target of their ads directly at them. They also began to introduce a lot of products intended specifically to appeal to women and, although it is acceptable for a woman to purchase products not specifically aimed at them, it is a major mistake for a guy to ever buy something aimed at the female market. Picked up a box of tampons for your wife at the drug store lately? Then you know the shame involved. So, listen up now, this is the important part – the car companies are targeting our women folk and if you aren’t careful, you might just end up driving a “girls’ car.”
The Thanksgiving leftovers are still on the table when the Christmas tree goes up at the Kreutzer house. Wherever we go in the world I am determined that some traditions will survive and Christmas is one of the constants that my children can count upon no matter how hard it might be for Santa to find us some years. We have a fair amount of decorations, mostly indoor stuff, and when the season has ended I usually spend New Year’s Day pulling everything down and carefully wrapping each piece in its own individual piece of newspaper. The newspaper wrapping is just as important to me as the decorations themselves because I know that in the years to come, those crumpled bits of newsprint will become little time capsules that will show where we were and what we thought was important. One thing I am always sure to include are the car ads.
The first rays of the morning sun painted the predawn sky in glorious hues of orange and yellow as Bill stepped out of the house and took a deep breath of the cool pine scented air. He paused for a moment on his porch and took a sip of hot coffee from the large plastic travel cup he habitually carried when he had to be up early and surveyed the scene. To the East the Cascades rose up high and rugged against the sky, the sun on their far side striking a line of fire upon the barren rock at their uppermost rim, their flanks clad in a sea of evergreens split by the straight line of the occasional roadway and large barren squares where the loggers had been at work harvesting the bounty of the forest. As unsightly as the scarred tracts of land looked the trees would return in time, Bill knew. The mountains were eternal.
In the next couple of days Autumn will officially begin. For most of us, however, Summer ended back on Labor Day, that final day of freedom before kids all over the country had to get up early, stuff their new school supplies into their backpacks and board those big yellow nuisances to all of us who have a daily commute. Anyone with kids, kids, kids is tied to home so, for all but a privileged few, the season of great cross country road trips is at an end.
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- Nrd515 I bought an '88 S10 Blazer with the 4.3. We had it 4 years and put just about 48K on it with a bunch of trips to Nebraska and S. Dakota to see relatives. It had a couple of minor issues when new, a piece of trim fell off the first day, and it had a seriously big oil leak soon after we got it. The amazinly tiny starter failed at about 40K, it was fixed under some sort of secret warranty and we got a new Silverado as a loaner. Other than that, and a couple of tires that blew when I ran over some junk on the road, it was a rock. I hated the dash instrumentation, and being built like a gorilla, it was about an inch and a half too narrow for my giant shoulders, but it drove fine, and was my second most trouble free vehicle ever, only beaten by my '82 K5 Blazer, which had zero issues for nearly 50K miles. We sold the S10 to a friend, who had it over 20 years and over 400,000 miles on the original short block! It had a couple of transmissions, a couple of valve jobs, a rear end rebuild at 300K, was stolen and vandalized twice, cut open like a tin can when a diabetic truck driver passed out(We were all impressed at the lack of rust inside the rear quarters at almost 10 years old, and it just went on and on. Ziebart did a good job on that Blazer. All three of his sons learned to drive in it, and it was only sent to the boneyard when the area above the windshield had rusted to the point it was like taking a shower when it rained. He now has a Jeep that he's put a ton of money into. He says he misses the S10's reliablity a lot these days, the Jeep is in the shop a lot.
- Jeff S Most densely populated areas have emission testing and removing catalytic converters and altering pollution devices will cause your vehicle to fail emission testing which could effect renewing license plates. In less populated areas where emission testing is not done there would probably not be any legal consequences and the converter could either be removed or gutted both without having to buy specific parts for bypassing emissions. Tampering with emission systems would make it harder to resell a vehicle but if you plan on keeping the vehicle and literally running it till the wheels fall off there is not much that can be done if there is no emission testing. I did have a cat removed on a car long before mandatory emission testing and it did get better mpgs and it ran better. Also had a cat gutted on my S-10 which was close to 20 years old which increased performance and efficiency but that was in a state that did not require emission testing just that reformulated gas be sold during the Summer months. I would probably not do it again because after market converters are not that expensive on older S-10s compared to many of the newer vehicles. On newer vehicles it can effect other systems that are related to the operating and the running of the vehicle. A little harder to defeat pollution devices on newer vehicles with all the systems run by microprocessors but if someone wants to do it they can. This law could be addressing the modified diesels that are made into coal rollers just as much as the gasoline powered vehicles with cats. You probably will still be able to buy equipment that would modify the performance of a vehicles as long as the emission equipment is not altered.
- ToolGuy I wonder if Vin Diesel requires DEF.(Does he have issues with Sulfur in concentrations above 15ppm?)
- ToolGuy Presented for discussion: https://xroads.virginia.edu/~Hyper2/thoreau/civil.html
- Kevin Ford can do what it's always done. Offer buyouts to retirement age employees, and transfers to operating facilities to those who aren't retirement age. Plus, the transition to electric isn't going to be a finger snap one time event. It's going to occur over a few model years. What's a more interesting question is: Where will today's youth find jobs in the auto industry given the lower employment levels?