#PickUp

The Cure for Gentrification? (photo courtesy: OP)

Zach writes:

Sajeev,

I would like your, and the B&Bs, opinion on my dilemma, but first a love letter of sorts…

I’m a proud owner of an ugly truckling, a 1988 Toyota single cab short bed pickup in all its carburated 22R goodness. The 4spd close ratio stick makes anything above 60mph interesting, but I’ve hauled 2200 lbs of radiators in it to the scrap yard, and other than having to hit the brakes to steer, it had no problems. No AC, no power anything. For a while I had a dump bed on it, which meant that trips to transfer station attracted every hispanic and african in the vicinity. I bought it for $700 from a gentleman who commuted around DC in it since new, and whose new wife forced him to sell it. I still run into him at the local HomeyD and he always looks longingly at it.

Plenty of Mazda B-Series pickups were sold in the United States, mostly badged as Ford Couriers, but starting in 1983 (when the Ranger appeared) your only choice for obtaining one of these cheap-and-simple little trucks was your Mazda dealer. I spotted this somewhat rusty ’84 in a Denver wrecking yard on Saturday, and it looked like it still had some good miles left in it.

This was my first vacation in, like, ever. And it was supposed to be a break from cars. No driving, wrenching, writing, photographing! Stop looking at that Ford Versailles, don’t take a photo of that Renault, because car design is no vacation in such a beautiful place…right?

And then “my” Ford Ranger found me in Leblon. Oh, for the love of why did I walk down this street I can’t believe that stupid truck followed me from…

Ah, the Subaru BRAT. Just as you can’t find anyone who hates The Ramones, you can’t find anyone who wants to beat on the Subaru BRAT with a baseball bat. As perhaps the best-loved car that shows up in self-service wrecking yards with any regularity, the BRAT always inspires me to whip out my camera when I see a junked example. So far this series, we’ve admired this ’79, this ’79, this ’84, this ’82, and this Sawzall-ized ’86 crypto-BRAT.

Since many Dodge D-series pickup parts fit my ’66 A100 van I’m always on the lookout for members of the species while visiting the junkyard. Today’s D100, which I found in a Denver self-service wrecking yard a couple of weeks back, is a little too new to offer many bits for my Dodge, but it’s still interesting enough for this series.

Cafe regulations be damned, the regular cab truck is a fantastic design. It deserves a better rep: working for people with multiple vehicles, value-conscious fleet buyers, and bottom-tier credit risks dying for a cheap new non-econobox. Or a new lease on life, after an unexpected trip to the hospital.

After the ’79 Chevy LUV Junkyard Find we saw yesterday, it seems appropriate to follow up with another Malaise Era Japanese small pickup with Detroit badging. I found this Ford-badged Mazda B1800 just a couple of rows away from the LUV. It’s three years older and much rougher than the Chevy (Isuzu).

Once Toyota Stouts and Datsun 520s began selling in sufficient numbers (in spite of the Chicken Tax) to attract Detroit’s attention, the idea of selling small pickups— without actually tooling up to build them— seemed appealing to the Big Three. Chrysler had the Mitsubishi-built Plymouth Arrow pickup, Ford had the Mazda-built Courier, and GM had the Isuzu Faster-based Chevy LUV. Each type rusted with great eagerness and were near-disposable cheap, so they’re all very rare today. I see maybe one LUV per three years of junkyard visits, so this ’79 LUV Mikado grabbed my attention right away.

I’ve just driven a couple of modern electric cars, the Mitsubishi i-MiEV and the Tesla Model S, and they’re real cars. Actually, the i-MiEV is a perfectly serviceable short-distance commuter and the Model S is the best street car I’ve ever driven, but I was ready to hate both of them a lot, because all my previous experience with EVs had involved growing up in the San Francisco Bay Area in the 1970s and hearing a lot of eat-yer-vegetables talk from earnest green types about how electric cars are good for you, when in fact those cars sucked stringwart-covered pangolin nodules. Then, of course, there are all the flake-O electric conversions from the 1980-2000 era that I’ve seen, a fair number of which appear in self-service wrecking yards as long-abandoned EV conversions are towed out of back yards and driveways. In this series, we’ve seen this EVolve Electrics 1995 Geo Metro and this 1988 Chevrolet Sprint Electric Sport, and there have been others too stripped to be worth photographing. Today we’re going to look at a California-based Ford Ranger that still has just about all its electric running gear.

The car-based small pickup market was launched in Brazil by Fiat during the 1980s. Taking a 147 as its base, the Italians cut out the back seats, added a bed, beefed up the suspension and called it good. The market deemed it so, and soon, there was a whole new segment gracing Brazil’s roads, with Fiat’s Strada dominating the segment. Since that time, nearly every challenger has been vanquished by the Strada’s unquestionable longevity – except for Volkswagen’s Saveiro.

The Subaru BRAT, basically a factory El Camino-ized Leone, has quite the lawsuit history in this country, due to the Chicken Tax-evading-but-dangerous jump seats in the bed that made the BRAT a “car,” legally speaking. The BRAT was sold in the United States until the 1987 model year, but it’s nearly impossible to find examples built after the early 1980s. Here’s a reasonably nice-looking ’84 that Shawn Rodgers (you may recognize him as the hero of the Junkyard Build Quality Challenges, as well as the captain of the very fast Bunny With a Pancake On Its Head 24 Hours of LeMons Rabbit team) saw in a San Francisco Bay Area wrecking yard last week and was kind enough to photograph for us.

Our industry source who reported that Nissan would use an old version of the Frontier has reported back to us with some bittersweet news.

For decades, the formula for a successful pickup design in America has been pretty much the same. Design a simple ladder-frame chassis, drop in the biggest engine you can find, give it a front-engine rear-drive layout with an optional transfer case, and start raking in the money. From time to time, however, manufacturers have tried to swim against the current.

There was once a time when you could buy street vehicles made by a farm equipment manufacturer, and IHC products still show up in self-service wrecking yards today. In this series so far, we’ve seen this ’70 Scout, this ’71 Travelall, this ’71 Scout, this ’72 1010 pickup, this ’73 Scout, and this ’74 Scout. The crew-cab Travelette is a machine you won’t see every day, so I shot this ’62 that I spotted in a Northern California wrecking yard.

There’s just something about a diesel pickup truck that makes grown men regress into Tonka-loving children. Even my Prius-driving environmentalist friends in Berkeley admit they secretly want a diesel pickup. The problem of course is that diesel pickups are expensive (the cheapest diesel Ram 2500 is $36,975 and it doesn’t have an automatic transmission, the cheapest oil-burning F-250 is $38,250) and, for the majority of us, the high payload and towing capacities are overkill. While economical in a specific sense, the large diesel trucks aren’t “fuel-efficient” either. Until now. Mark your calendars folks, The 2014 Ram 1500 Eco Diesel is the half-ton truck in America sporting a small diesel engine.