New Car Dealers in High Gear

In Frank McClure's office, protected in a velvet-lined box, is Arizona auto license number 178. It was issued in 1914, the year that Monte Mansfield opened his Ford dealership in Tucson. McClure worked for Mansfield from 1954 to 1958, the year Mansfield sold his Ford dealership to Holmes Tuttle. When Monte Mansfield died, his widow gave the license to McClure, who is now the president at Holmes Tuttle Ford. It is in gestures such as this, as well as through memory and remembrance, that the history of the dealerships in Tucson is told.

While the idea of going to the dealer to buy a new car makes sense to us, things weren't always done that way. The first cars were sold factory-direct, and the first independent car dealers got their start by buying cars from the factory and then reselling them alongside reliable products, like bicycles and horses. The first dealerships were even referred to as stables, until Percy Owen opened a site to display automobiles in New York City in 1899 and called it a showroom.

The distribution of automobiles was not particularly organized in those days. The manufacturer sold them to a distributor, who sold them to a dealer, who sold them to the customer. The distributors were mostly large urban dealers who sold to the smaller rural dealers. Factories continued to sell cars directly to the public at the same price for which the distributors purchased them.

But in the early part of the century the manufacturers began to formalize agreements with individual dealers, who would pay cash for cars, then wait for them to be built before they could be delivered and resold to the public.

By 1906, the City of Tucson Directory listed two auto dealers: the G. A. Wells Auto Co. at 208 W. Congress St., representing Winton, and the Huntsman-Sheldon Auto Co. on Scott Street, distributors for Oldsmobile.

By 1912, the number of Tucson auto dealerships and repair facilities swelled to nine, among them the F. Ronstadt Co. and F. J. Villaescusa--both of whom were also dealers of buggies, wagons, saddles and equine equipment. J. Breck Richardson owned a dealership at 231 E. Congress St. that would be sold two years later to Monte Mansfield.

"I have never known anyone else who had so much empathy for people and who was so good to his employees," Frank McClure said of Monte Mansfield.

Indeed, Mansfield is credited for a lot more than selling cars. He lobbied Congress to bring Davis-Monthan Air Force Base to Tucson, got the Stone Avenue underpass built and helped convince Hughes Aircraft Co. to locate here, to cite a few of his accomplishments. Mansfield died the year after he sold his Ford dealership to Holmes Tuttle, who had begun his association with Ford in 1923 at their assembly plant in Oklahoma City.

When Tuttle came to Tucson, Frank McClure was the used car sales manager for Ford. The dealership, which had moved from Stone Avenue to Broadway Boulevard in 1947, had an open-air showroom that flooded during the monsoon season, sometimes badly enough that the cars were washed out of the showroom.

One of the first things Tuttle did was to enclose it and install air conditioning, a highly appreciated move.
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Building Your Own Highway Cruiser? Installment 1 - Exhaust System

My ride is a 1969 Porsche 912, but just about any car can be thoughtfully set up to serve as a safe and efficient long-distance highway cruiser.

The total highway cruiser setup is a synergistic package of individually small things that, when properly combined, can change the character of the car and improve it for a new life on the open roads of America.

A personal favorite is an efficient exhaust system. Properly installed, a very efficient exhaust system requires only routine care or maintenance, and not much of that.

I live in California, so I prefer using a car built before 1973. That's when energy-sucking smog equipment and catalytic converters became mandatory. My 100% legal 1969 Porsche 912, for example, must only have an unrestricted crankcase breather tube.

Above: This view of my 912 engine from the bottom shows part of the Bursch tube header exhaust system. Tube length is carefully measured so exhaust pulses reach the muffler one at a time. At high engine speeds, gas dynamics take over and the result is what one would expect from these small but powerful race-bred engines.

While mandatory for race cars, your cruiser will benefit only slightly from headers. That's because, at normal cruising speeds, your engine just isn't working that hard. Headers might have some benefit, of course, and would give your engine compartment a completely different look. But for a highway cruiser, are they worth the cost or purchase, installation and maintenance when cracks start to appear? Probably not.

A pre-1973 American V-8 with factory manifolds (some of which are remarkably efficient) would have a two mufflers and tailpipes, each serving four cylinders - real dual exhausts!

Later engines equipped with catalytic converters may be factory equipped with two - one on each head pipe serving one bank of cylinders. My 1989 Lincoln Town Car's 302 Ford engine has such a setup.

Above: The '89 Town Car's "Y" connector aft of the dual catalytic converters cuts manufacturing costs and may save a bit of weight, but it's not very efficient. I didn't touch the converters but converted to real dual exhausts and picked up since nice benefits for the one-time cost.

Though it came from the factory with a "Y" connection behind the catalytic converters to force all that exhaust gas into a single tailpipe-muffler setup, I simply trashed everything behind the catalytic converters to keep the car legal and had dual glass-pack mufflers and oversize pipes (exiting below the rear doors).

Above: This is the new '89 Lincoln Town Car dual exhaust setup with glass-pack mufflers and oversize pipes exiting below the rear doors. The Town Car is hardly a "hot rod", but this setup is much more efficient. It also gives the car a very sweet sound "cruise-controlling" down the Interstate at a legal 65 or 70 miles per hour.

My Lincoln Town Car factory literature says dual exhausts alone produce 10 more horsepower at 3,400 rpm and another 10 lb-ft of torque at 2,200 rpm for a modest one-time installation cost. The other side of the performance coin, of course, is economy because the engine is simply more efficient.

I'm enjoying these benefits now on the 1989 Lincoln Town Car for one set of reasons. I also enjoy the same benefits on the '69 912 because it has the Bursch tube header exhaust system suitable for a Porsche race car.

Take a look at the exhaust system on your ride. You may very well enjoy a nice improvement in either performance or fuel economy (depending on what you want) with a fairly inexpensive upgrade to your exhaust system.

Remember, though, to keep everything legal.

For more ideas on how to create your own long-distance highway cruiser, please visit my web site Shopping Cart to order all eleven Installments (as PDF e-book, black & white printed booklet or deluxe full color printed booklet) of "Building Your Own Long-Distance Highway Cruiser?"

Michael "Mike" Newlon Retired in 2005 after a dual career in private sector corporate management and as a Lieutenant Colonel in the US Army Reserve.

When he is not exploring current or former U.S. highways, like CA 99, in his Porsche 912 or Lincoln Town Car, Mike enjoys reading 20th Century history and popular action novels.

If you have questions about Michael "Mike" Newlon call him today: 760-636-5560
or visit his website http://www.highwaytripbooks.com/

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Auto History - Steam Automobiles

RIKER ELECTRIC
Around the turn of the century, electric cars emerged as the elegant solution to horseless transportation. Because EVs were not temperamental or difficult to operate, they became the vehicle of choice among women. And many lawyers and physicians preferred them because they were clean. Charging at home also was considered a luxury, certainly more refined than pumping gas and adding oil. The 1897 Riker Victoria (shown) was one of the more refined examples of an electric car of that era, although it was one of the worst in terms of range. The stylish bodywork took precedent over battery placement, shortening its range to about 20 miles per charge. Still, that was far more than the average driver of the day ever needed. A.L. Riker, founder of Riker Electric Motor Co. in Brooklyn, blamed the car's limited range not on its design, but on the lack of a satisfactory battery technology. During a 1897 meeting of the Electric Vehicle Manufacturers, Riker said he had "yet to learn of a battery of high-efficiency and low-depreciation, which was the type required" for electric vehicles.

EARLY FWD CAR
The Horseless Age
Walter Christie's patent application for a front-drive car appeared in our June 29, 1904 issue. The powerplant sat transversely between the front wheels, with the crankshaft connected to the front wheels through, " a novel and improved transmission-gearing and clutch mechanism. The clutch was used to couple and de-couple the front wheels from the engine. It also was used to shift between low and direct gear, or reverse. The short halfshafts ended in Hooke joints, and the steering pivot was carried on the outer stub shaft. Walter Christie specialized in racing cars and "motor-propelled war chariots, including those of the amphibian type." The front-drive system shown here was used successfully by Christie on some of his early racing cars, but the lack of a suitable transaxle design likely doomed this novel approach.

DETROIT AUTO SHOW
Unlike serious motor vehicle exhibitions such as the Paris show, the 1903 Detroit Auto Show was actually an adjunct to a Sportsmen's show that ran at the Detroit Armory. The Horseless Age covered the event in its February 18, 1903 issue, stating that the event only had about 3000 visitors per day, and that most of them did not come to see the cars. "To put it mildly, the show from the standpoint of the automobile exhibitors was hardly a success," our editors reported. "The growling of the 200 or more dogs and the noise in the shooting gallery put a hard strain on the nerves of some attendants." We concluded that a dog show was not the proper place to promote the automobile.

SPRUNG POWERTRAINS
This device, written about in our May 24, 1899 issue, was designed to transmit power "jerk-free" by attaching the drive gear to a spring-mounted arm. A casing was fitted around the solid axle connecting the left and right wheels. It carried the lower spring arm and axle assembly. This could rotate fore and aft, changing the position of the drive pulley. Acceleration and bumps compressed the spring and moved the pulley forward, which slackened the belt. Under braking, the spring expanded, stretching the belt tight. This was, the inventor claimed, especially effective when an electric motor was used for both drive and braking. About this same time, A.B. Andrews of Center Point, Iowa was taking spring theory a bit farther. He used a clock spring type mechanism to drive a vehicle. His prototype was his child's baby carriage. A winding mechanism was fitted to permit the "engine" to rewind on downhill sections, or to provide self-winding on level roads.

RACING
Growing interest in the automobile spawned the inevitable sport of racing. Henry Ford was one of the pioneers, building his first race car in 1901. Ford's 26 hp racer was tested against a Winton in October of that year, winning the race handily with an average speed of 43.5 mph. Mr. Ford later claimed to have done a flying half-mile in 26 seconds (69.2 mph), and defied any foreign machine to challenge him. In France, speed was also a topic of the day. M. Serpollet drove his torpedo-shaped steam-car (shown) to a flying-kilometer record at a speed of near 75 mph. It broke the world's record in April 1902. Two years later, Ford drove his famous 999 racer over a record flying mile, averaging 92.3 mph. In the same year, Ford's 999 set a speed record on an oval track at nearly 60 mph.

STEAM POWER
Steam power was well understood in early automotive days, but its use in passenger vehicles peaked quickly and disappeared. Because of its limitations in range and safety, it was best suited for industrial applications such as locomotives or overland freight trains as shown in this 1899 ad. Steam automobiles couldn't carry enough water to provide acceptable mileage, and the drive to make passenger vehicles lighter forced boilermakers to compromise integrity for weight. Many tragic boiler explosions resulted, tainting the image of the steam-powered car. By the time a reliable kerosene-fired boiler came on the market, along with more steam-efficient engines, demand for the technology was surpassed by interest in electric and gasoline power.

By the time a reliable kerosene-fired boiler came on the market, along with more steam-efficient engines, demand for the technology was surpassed by interest in electric and gasoline power.
Useful materials about auto on a site engineturbine.com.

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Ten Reasons a 20 Year Old Truck Is More Efficient Than a Prius

Have you ever wondered if you should get rid of your old truck for something smaller and more efficient? Chances are you usually only think about this when you are pumping gas into your truck. Here are ten reasons why you are better off than trading it in for a little gas sipper. If you don't have a truck, then see below what you are missing out on.

1. No car payment.

That fifty miles per gallon comes with a surcharge of 22,000 dollars for a new Prius. Thanks to their cult-like following used vehicles are commanding nearly the same prices. A 20 year old pickup really, really should be paid off by now. A truck getting 15 mpg will cost 4200 dollars in gas a year; chewing tobacco and cowboy hat are optional.

The Prius uses 1400 dollars worth of gas, and makes a typical monthly payment of 400 for 5 years. (22k + tax + interest / 60 months) My math is terrible and I did not calculate APR, but instead just tacked on interest based on initial loan value, but anyway I digress. Four hundred a month plus gas puts the pick-up cleanly ahead to the tune of 166 dollars a month.

2. Maintenance is cheaper.

I know some of you out there might already be getting defensive and saying that my math will never work because at some point the Prius will be paid off. The current economy has changed things slightly but in my experiences as a mechanic, once the car is out of warranty most drivers will run to the dealer to trade in a vehicle before paying costly repairs. But even if the Prius was paid off, the cost of batteries and labor to repair the vehicle is substantially higher than the truck.

The 20 year old parts are plentiful at the local auto parts store, and are typically much cheaper. A new engine: 600 dollars, new transmission: 400 dollars: differential: 300 dollars. Take care of the engine with proper maintenance and get 200k miles. Replace the transmission every 100k or so, sooner if required. The rear end is good for 400k. The rest of the truck consists of parts that cost less than 100 dollars each.

3. Trucks last forever

Toyota likes to claim that its cars last forever. How many mid 70's Toyotas are running around? How many mid 70's Hondas? How many mid 70's pickups are still running around and being used daily?

4. Insurance is cheaper

An old truck is paid off and the driver is not required to pay for full coverage. Full coverage would not matter anyhow, as any claim whatsoever would likely total the vehicle. For full coverage on the Prius I estimate the figure approximately 400 every 6 months. The truck's cost I will roughly estimate at 280 or less.

5. No deliver fees. Ever.

As a proud owner of a truck you will not need to pay for delivery of furniture, or lumber, or anything really. A truck can tow a boat, help the cute neighbor move, and haul rocks and dirt. The Prius can fold down the back seat. A truck can carry a Prius.

6. Your kid can fix your truck

A degree in engineering is not required to fix it yourself. A 20 year old vehicle was made in simpler times. Fixing a twenty year old truck is much easier than fixing anything on a Prius. You can fit the trucks motor, plus two small four cylinder engines under the cavernous hood to keep your V8 company. Even if you don't fix your vehicles yourself, repairs are faster, and cheaper. See number two for parts.

7. Trucks look great

I can appreciate that not everyone loves the look of a truck. I usually don't consider those people normal, but that isn't relevant at this point. This is America and people can buy whatever they want. But reason number seven is because the truck has a timeless classic design. The Prius has a timeless interrupted design. Does it look pinched off to anyone else?

8. Traffic

Traffic is easier to navigate with a truck. Sure in the city the Prius will find parking spots easier, and is more maneuverable around tight spots. But the age old rule of bigger is better definitely works with a truck. The added benefit of an old truck is that 20 years worth of rust and dents lend a "I do not have insurance" appearance to the vehicle, thereby causing the smaller vehicles to yield.

9. No Depreciation

A 20 year old truck will never be upside down. It will not depreciate. A 1975 Chevrolet bought today for 2000 dollars will be worth 2000 dollars when you sell it. A Prius also has good resale value due to the cult-like following, but a Prius will still suffer depreciation at some point.

10. Camping

Camping is not only possible in a truck, but there is an entire industry built around the notion. Load up the truck with firewood, beer chest, lawn chairs, spare change of clothes, and some food and meet your buddy at the lake. The same buddy that drove alone in his Prius without wood, lawn chairs, or food, or beer.

*Bonus*

In case of the end of the world all drivers, while fleeing from nuclear radiation, zombies, foreign armies, or cross-Canadian bird-pig flu, will inevitably flock to the highways. A truck can take the median, the field, the curb, or the sidewalk. A truck can drive out of situations where it is completely buried in dirt, drive through molten lava without issue, and drive down mountain sides without roads (source: Lone Wolf McQuade, Dante's Peak, and Commando.)

As you can see a 20 year old truck is clearly superior to a Prius in every way. Not only will you have much more utility with the truck, but it is cheaper to own as well. So I only ask that the next time a Prius blazes down the highway at ludicrous speed, firm in the belief that they are saving the world, take a moment and truly think how much more awesome and efficient your truck is.

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Advice on Buying a Classic Car

If your annual mileage is very low, you may be retired or live very close to your workplace, running a classic car as your only vehicle may substantially reduce your motoring costs. You could even have free motoring.

If the car was manufactured before the 1st January 1973 there is no fee to pay for the road fund licence. It is considered to be an historical vehicle.

Note that the regulations state the manufactured date, not the registered date. So if your vehicle was registered just after January 1973, check the chassis number with the owners club or manufacturer to find out the date it was constructed. If the car was built in 1972 or earlier then get a dating certificate for the DVLA to claim historical vehicle status. However you still have to have an MOT and insurance, but you get a tax disk for no fee.

If your annual mileage is very low, you may be retired or live very close to your workplace, running a classic car as your only vehicle may substantially reduce your motoring costs. You could even have free motoring.

Insurance can be much cheaper for classic cars as insurance companies know you are not a boy racer. Ask your insurance company for a classic car policy, If they do not have such a policy then shop around. Your car owners club may have their own insurance company or broker.

Whatever car you buy, you must join the owners club. They will have contacts for spare parts and a mine of information about your car. Your car may have an interesting history!
Many years ago (before the internet) spare parts for unusual and old vehicles were a problem to locate. Nowadays if you go on to Google, I think you can still get spare parts for Noah's Ark!

There are 4 types of classic car you can buy.

Perfect, Original or restored.
Great, of you go, but you pay top dollar.

Running but requires some TLC.
This can be ongoing restoration whilst using the car.

Barn find, complete.
If you are handy with a spanner, great.

Basket case. (car in pieces).
Big problem, you must check that you have all the bits.

Where do you buy your car? eBay is a good start but always view and check the car before you bid.

Look at classic car magazines and newspaper advertisements. Unless you really know what you are doing, the first thing you need is a tame mechanic to check over the vehicle before you buy it. Even if it costs you a few pints it is well worth it. You can kick the tyres if you want to.

Why not use a future classic as your own car. I have a 10 year old Rover 75, and I think this could be a future classic. Other suggestions for future classics are a Golf GTI or MGTF.

Your classic car could also provide you with an additional income, such as wedding car hire or film and TV work. You could have free motoring.

Michael T J Hawkins.

You could use your classic car to provide a part-time income, go to http://www.michaelscarbooks.co.uk/ for a copy of "How to Start a Wedding Car Hire Business" You can also download a free copy of "How to Save Money on Motor Fuel" as a thank you for visiting my website.

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Aston Martin Classic Cars Past and Present Making the News

The highly esteemed luxury sports car marque Aston Martin has always had a certain 'je nais se quoi' and über cool status, thanks to being immortalised on television and big screen films like James Bond and the company's racing heritage. The Aston racing heritage stems right back to the beginning of the 20th century when the company used to compete in hill climb races; later in the century saw many of the big names race with the Aston Martin team, which together with the film exposure has made the company into a desirable brand worldwide.

New V12 Zagato

The new Aston Martin V12 Zagato, which makes its debut at the Kuwait Concours d'Elegance in the Middle East in February 2012, has been designed to mark the 50th anniversary of the legendary iconic '1961 DB4 GT Zagato'.

The 1961 Aston Martin DB4 GT Zagato in its day raised the bar and set a benchmark for the hand crafted design of luxury sports cars around the world. The new Aston Martin V12 Zagato follows in the historical footsteps and collaboration of both Aston Martin and the designers Zagato, with the aim of designing and producing a luxury sports car with exemplifies driving excellence.

Italian design house Zagato are known for their avant-garde driven style, plus the car also uses a number of weight saving approaches which utilises space age materials and improved aerodynamics, thanks to the Zagato V12's sleek design.

V12 Vantage Roadster

The company has announced they will be attending the 2012 Geneva Motor Show in March and will be unveiling the new V12 Vantage Roadster.

This will be the first time the automotive press and car loving public will be able to see the new Aston Martin V12 Vantage Roadster and get up close and personal with the car. This is an all-new soft top shares the same chassis as some of the other cars in the Vantage range, but the new Vantage Roadster receives the awesome 5.9-liter V12, that produces 510bhp, so there is more than enough power to the wheels.

Aston Martin DB4GT

The beginning of February has seen a classic Aston, namely an ultra-rare DB4GT Coupé, sell for a staggering £839,000 (or $1.32 million) at the famous Bonham's auction in Paris. Bonham's are one of the world's largest auctioneer's houses in the world and selling a whole host of luxury items.

This auction was a sale dedicated to luxury cars and featured over 100 classic cars from around the world. The 1961 DB4GT Coupé was paid particular interest by many potential buyers, as the Aston Martin DB4GT Coupé is an extremely rare car (only 75 were ever built); it is essentially a dramatically lightened version of the hugely appealing regular DB4 car.

Gregory Greene is writing on behalf of Bramleys in Surrey, the best choice for a Porsche Specialist or when choosing a Classic Car Dealers for purchasing your next prestigious or luxury motor car.

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Auto History - Engine

APPERSON TOURING CAR
At a time when vehicles had not yet agreed on a common form, the Apperson six-passenger touring car showed incredible vision. Built by the Apperson Brothers Automobile Company, its four-cylinder inline engine produced an astounding 40 hp. It used an advanced jump-spark ignition synchronized by a commutator supplying four coils. Its combination water tank and radiator was a forerunner of today's design, with an upper and lower tank, connected by finned copper tubes. A belt-driven fan pulled air across the fins, and a gear driven water pump circulated coolant. The car also had a friction clutch and sliding-gear transmission that provided four forward speeds plus reverse. It used two independent braking systems, one acting on the gear case, and the other on brakes of a rear drum design. Perhaps the car's most memorable feature was its rear-passenger parlor seating with walk-in rear entry door.

SPRING WHEEL
The answer to solid rubber tires and cart springs? Perhaps. A manufacturing nightmare? Probably. As you can see, each spring attached to its own upper perch, which joins at a hinge to the previous unit. Also note the work that went into the lower spring perch.

MILITARY VEHICLES
Almost as soon as the automobile appeared, military minds began to explore the possibilities it offered for the battlefield. The Fighting Motor Car appeared in our pages in 1896. Very modern in appearance, it featured armor plating and two machine guns, one facing front, the other facing rear, for a full 360° field of fire. The Simms Motor Scout was built by the British War Office in 1899. It was a quadricycle with a Maxim gun and light steel shield mounted over the front tires. A small motor powered the vehicle...but just in case, it also came with pedals.

FORD'S FIRST MODEL A
Henry Ford launched the Ford Motor Company in 1903 with this Model A, but received only a passing mention in The Horseless Age. Not because his product was bad, rather because 88 other new car companies launched that same year! Still, the simplicity of Ford's car would eventually bring it to the forefront of vehicles of that era. At 1000 lb., the vehicle was light, allowing its eight horsepower engine to push it to speeds of 30 mph. To aid serviceability, the body could be completely removed from the angle iron frame with six bolts. With a retail price of just under $800, Ford sold 1708 units that model year.

VARIABLE VALVES
Though variable valves didn't become popular until late in the 20th Century, the De Dion-Bouton Motorette Company had variable exhaust valves on its cars in 1901. The company's New York model had a variable lift exhaust valve that could be regulated to give quieter running. A lever shortened the lift, preventing all of the exhaust from leaving the combustion chamber. This also lessened the amount of fresh charge admitted into the cylinder. We felt the device was an advantage in "traffic driving, and when stopping for, or passing, restive horses." The device could be activated at will from a lever on the steering column. Renault introduced its own variable lift technology in 1904 (shown). The device had two arms connected to a circular pivot plate, which could rock around its axis by means of a lever near the vehicle operator. A roller on the lower arm rode on the cam, and moved the upper rocker arm.

Moving the lever changed the relationship between the lower and upper arms. Valve timing was determined by where the upper rocker arm's ramped surface rode the lower arm.
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Collecting Classic Detroit Muscle

The big, ground-pounding machines of the 60's and early 70's are heavily sought-after classics. From the Coke bottle styling of the '68 Dodge Charger and its Big block Hemi's, to the low slung lines of the '63 split-window Corvette, Detroit had something for everyone, and the same still holds true for private collectors and connoisseurs today.

It doesn't take much detective work to find something you would be proud to have maturing in your driveway. And you might be surprised at just how little you would spend to get it. While many classics are going for prices that easily put your mortgage payment to shame, a lot of great examples are still out there and are still very affordable. Mustangs, Novas, and a whole host of Chryslers can still be had for less than $5,000 - you can believe it; it's true.

For the really great deals though, you need to think outside the box. Two words: Station Wagon. Yep, you read it right; the much-maligned family favorite is making a serious comeback. And you might want to get yours while you can, because prices for these babies are on the up and up. Back in the day, many of those station wagons came with the same high horsepower plants their big brothers were using to terrorize the local drag strips every Saturday night. Big blocks were common, and a few even came with a factory four-speed. The Impala, Nova and Dodge Coronet all had wagon models, and from the windshield forward, were nearly identical.

And, contrary to popular myth, there were in fact other car manufacturers besides the big three. AMC is one that turned out a few cool-looking, hot rides. The fastback Marlin, Javelin and the Rebel 'machine' are a few of the names that can still be had for a decent price nowadays. Badges like Oldsmobile, Buick, Pontiac and Mercury are still to be had without breaking the bank though.

This was an era when manufacturers were going head to head to see who could build the biggest, 'baddest' hot rod of them all. This was a time when you really could drive a car off the lot knowing that it shared the same motor and sheet metal as the guy who had just won the Daytona 500. Unfortunately, this was a time we won't see the likes of again. Dad was right; "they don't make 'em like that anymore."

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5 Good Reasons to Move Up in a Micra

New or used, bright red or powder blue... your decision to buy a Nissan Micra might just be your best one yet. And there are endless reasons to support it. Here are just five...

1. It's a Nissan. And that says a lot. You can't go wrong buying from a brand that has been around for decades and has built a solid reputation for creating great quality products that last. For you this means great resale value, so when you're ready to trade up, you won't lose out. What's more, as Nissan vehicles are assembled locally, parts are readily available so you won't have to wait weeks for it to be imported like some European badges will have you do. Plus, you won't have to look far and wide to find a reputable dealership to service your Micra as Nissan boasts a countrywide network offering professional support in and around all major cities and even smaller towns.

2. It makes good financial sense. Not only is the new Micra competitively priced, retailing from under R100 000 at leading South African dealerships, but you'll also be able to find a value-for-your-money deal in the used Micra market. The Nissan Micra has been around since 2004 and since been released with 1.2L, 1.4L and 1.5L engines with petrol and diesel options in both 3-door and 5-door derivatives. Smaller yet punchy drivetrains in this case equal low fuel consumption figures for further savings. The latest 1.2L petrol Micra boasts an astoundingly low 5.2L/100km fuel economy reading, so you can go pretty far on a tank and even further on your fuel budget.

3. It's just the right size. The Nissan Micra might look small from the outside, but it's considerably bigger on the inside. With ample headroom, legroom, luggage space and various little storage nooks it can easily fit a family. Also, as the Micra is lighter, it's more agile and can move around comfortably in congested traffic. Its exceptional rear and downward angle visibility and class-leading turning radius make it easy to get into and out of the tightest parking bay. Add smooth handling to the mix and you're ready to enjoy a hassle-free drive whatever the conditions.

4. It's packed with features. You'll get a whole lot more than you'd expect in this price range. Comfort features such as air conditioning, an audio system at your fingertips and modern info display add to your driving pleasure while top safety measures such as ABS, EBD and multiple airbags provide added peace of mind.

5. It looks different. Love it or hate it, the Nissan Micra's quirky design lets it stand out in a crowd. And for those who don't like following the masses and driving the same car as their friends and neighbours, the Micra makes for a clever alternative. Nissan even has a range of accessories available such as bonnet and headlight guards, chrome mouldings, sporty pedals and even a roofbox, should you wish to add your own stamp of individuality. Plus there are numerous fun colours like Tangerine, Active Blue and Dark Red to choose from in the latest range.

And the list goes on... If you are serious about buying a new or used Nissan Micra, the best way of course to cement your decision, is to test-drive one. Why wait?

The author is an experienced automobile engineer and has worked with manufacturers across the globe. The author occasionally writes Nissan Blog Posts on motoring topics that include reviews of the Nissan Micra, X-Trail, GT-R, Pathfinder and the Juke.

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Nissan Qashqai - Unique in Name, Unique by Nature

The Nissan QASHQAI flaunts conventions and creates all of its own guidelines to create a unique driving experience that screams out individuality and creativity. It is a car with the ideal blend of styling and practicality and is the perfect vehicle for the urban driver who likes to be geared up and ready for anything.

Enhanced motoring design

The first notable feeling inside the Qashqai is the light and airy design that is a significant contributor to the pervading good looks of the vehicle. It has plenty of window and interior space that tends to create an open feeling when driving. In fact, the driver enjoys excellent visibility as a result of the high seating position, combined with a short-reach gear-shift and the soft panel lighting which enhances the driving experience both day and night. As an additional bonus buttons on the steering wheel control both the integrated Bluetooth and audio system which adds to the comfort of both the driver and his or her passengers.

Redefining the use of power

The Nissan Qashqai derives its aggressive power from a range of engines available in both petrol and diesel. Its rear multi-link suspension and power steering are complemented by the Nissan ALL MODE 4X4 system. This enables you to easily choose and move between driving modes. One of the most important driving modes is the auto mode which senses the potential loss of traction and instantly adjusts power between front and rear wheels. This not only maintains vehicle stability, but also improves overall road handling and safety for both vehicle and driver alike.

Nissan safety features to safeguard you and your family

Occupant safety is a high priority in the design of the Nissan Qashqai and this has been confirmed by the 5-Star Euro NCAP rating for adult occupant protection that the car was awarded. This is because its strength lies in its secure and stable road holding thanks to tuned suspension that gives clear feedback to the driver and enhances the safety of what is already a very safe car. It also improves the road holding, stability and driving enjoyment experienced by all who ride in the vehicle. Large diameter brakes with ABS, EBD and Brake Assist also provide superior stopping power. On the internal safety side of the Qashqai six airbags, pre-tensioned seat belts and front seat "active" headrests come as standard.

The Nissan Qashqai is your ticket to drive

Whether it's the suburbs or downtown, uptown or city central, the Nissan Qashqai is equipped to deal with any challenge.

The author is an experienced automobile engineer and has worked with manufacturers across the globe. The author occasionally writes Nissan Blog Posts on motoring topics that include reviews of the Nissan Qashqai, Micra, X-Trail, GT-R, Pathfinder and the Patrol.

Article Source: http://EzineArticles.com/?expert=Kamesh_G

Original article

There Is No Better Buy Than a Nissan Qashqai

Every few years a vehicle is released that has critics sitting at the edge of their seats. This was very much the case when the Nissan Qashqai was first launched in South Africa back in 2007. It's hard to believe that it's been around for nearly 5 years already as this crossover SUV hasn't seemed to age much and still boasts fresh face appeal. Whether buying a new or used Nissan Qashqai, it's money well spent. And with demand not subsiding you can furthermore be assured that it will retain its value, more so than many of its competitors.

The new Nissan Qashqai retails from a surprisingly low R229 990 at local dealerships while the range leaves buyers spoiled for choice with 1.6L and 2.0L petrol as well as 1.5L and 2.0L diesel engine options. Its aerodynamic design is responsible for competitive fuel consumption figures and CO2 emissions, allowing you to save on your fuel costs while doing your bit for the environment. A new Qashqai buy also includes a 3 year/90 000km service plan which translates into even more savings, while a used Qashqai remains an excellent choice if you're lucky enough to find one.

Classified as a crossover the Qashqai doesn't match the proportions of an SUV, yet it is significantly bigger than a hatch with loads of space to prove it. The interior is designed to wrap around the driver without compromising movement while all occupants have more than enough head and legroom to enjoy drive comfort on longer road trips. A recent addition to the Nissan Qashqai family was the Qashqai+2 model. This 7-seater was created by slightly extending the wheelbase to accommodate a third row of seats. Should you require load space, the seats can be folded down together or separately to suit your needs. For those who also want to explore the outdoors, the 4x4 addition to the Qashqai range offers off-road capability without the expected hefty fuel tag.

Nissan took no shortcuts on the Qashqai's safety measures. As a result and in recognition of top occupant protection, it received the maximum Five Star Euro NCAP rating. Furthermore all models are packed with a full house of comfort and convenience features such as a state-of-the-art audio system, electric windows and air conditioning to name a few. And besides a choice of colours and trims, Nissan Qashqai owners also have the option to accessorise their vehicles with various add-ons ranging from leather seats and roof bars to stainless steel side bars and bonnet guards. Not that the Qashqai needs anything more of course.

The author is an experienced automobile engineer and has worked with manufacturers across the globe. The author occasionally writes Nissan Blog Posts on motoring topics that include reviews of the Nissan Qashqai, Micra, X-Trail, GT-R, Pathfinder and the Juke.

Article Source: http://EzineArticles.com/?expert=Kamesh_G

Original article

Classic Car Fraud

As the value of classic cars increase the fraudsters have become more sophisticated.

My business is inspecting and valuing classic and rare vehicles on behalf of prospective buyers. Scams and fraud are an every day pain we have to put up with. Most are seen a mile off as they tend to repeat themselves, and as I see them most days they become easier to spot.

During the last year due to the increase in the value of classic cars the fraudsters have upped their game and some have become very sophisticated. The internet is helping their cause with very impressive web sites.

Below is one I encountered in December 2011. By doing the correct checks and applying common sense you will not be caught.

I was recently approached by a prospective client in Germany to look at a car on his behalf. The car in question was a left hand drive jaguar XK140 roadster in pristine condition. The asking price was 24,500 euros, very cheap was my first thought.

The seller contacted my client informing him the shipping was inclusive in the asking price. The car was in Co Durham on the shipping companies premises. He was given the shipping companies details including their website, which was very impressive. They offered many services including the storage and shipping of classic and rare vehicles. The most interesting service they offered was as a broker for the buyer, the buyer paid the money to the shipping company who held it for seven days after the vehicle delivered to the buyer. If within the seven days the buyer was not satisfied the vehicle was not as advertised all money refunded and the car shipped back to at the sellers expense. Once the buyer expressed their satisfaction the money is paid to the seller. Sounds very re-assuring.

The shipping companies corporate headquarters main telephone number was a mobile. When I checked companies house there was no record of their existence. I contacted both the seller and the shipping company via email. The shipping company never replied to request to see the car, however the seller informed me the shipping company had in house appraisal facilities and it was not possible to view the car. My client in the meantime was being urged by the seller to conclude the deal as there was another interested party. I had the shipping companies website hosting checked, it originated in Latvia, the sellers email source also originated in an Eastern European time zone, despite telling my client he was in Scotland.

We think we would never fall for such a scam, but I have no doubt some have. Bear in mind the car was advertised in Germany, both the car, the seller and the shipping company are in the UK, immediately there is a language barrier, and the price it is offered at looks such a bargain. The shipping company offering the brokerage service would appeal to an unsuspecting honest person.

This scam has not gone away, it will appear again, who is to say they will not advertise in a UK publication a car in Spain, or any other European country at a very attractive price with a similar brokerage facility, I believe they will catch unsuspecting people.Their set up costs are low and the rewards are very high. Five people caught equals one hundred thousand pounds. The difficulty the police have with this type of crime is which country was the crime committed and how are these people tracked down?

How many times do we allow our hearts to rule our head when our dream car comes on the market at a price we can afford? The desire to own such a vehicle often dictates all common sense is ignored. It is advisable to get a second opinion from a professional who has no emotional or financial interest in your purchase.

DO NOT ALLOW YOUR DREAM TO BE BECOME A NIGHTMARE.

Original article

Limousines Riders, Then and Now

When I was a child, this particular question used to always pop up in my little head as to who really are these people riding in these pretty, large and absolutely longer than the usual cars? Growing up in urban area, it always fascinated me as to who were these limousine riders? Limousine itself was an exciting subject matter for me but far more than that, I was more curious about the people I could see inside it. I always wondered what they did? where they came from? and why they are using limousines in particular when there were so many other modes of transportation? Over the years, I have been around to see many things, they change and go, however the excitement of seeing a luxury town car or limousine in the streets is the same. Today, with added consciousness, I attempt to answer those questions that may be looming over the minds of many.

Even though limousine travel has come a long way today, owing to the advancements in technology and economy its definition in society amongst people and its denotations has never changed. Limousines have always been a symbolization of luxury and comfort. Even when looking back in time, limousines were always a higher status marker, a symbol of prosperity and prestige and a means of higher class transportation projecting the splendor and lavishness accompanied in luxury lifestyle and comfortable living.

During the mid 19th century, limousine were primarily used by the 'Royals' and 'Bourgeois', the ruler class,aristocrat, rich and wealthy businessmen, political figures, legislatures and administrators. And when the success of Hollywood entered the scene, limousines were widely used by movie actors, actresses and celebrities. But before that, limousines were used by the big band leaders and orchestras with the intention of advertising their fame and fortune in various parts of the country. They were referred to as the "Big band bus".

In the 1930's when limousine started to rise on high, riders of the limousines were 'tourists' and 'guests' who were driven to and from the hotels and airport. This opened up an entirely new market for hoteliers in hospitality. Other tour operators and vacation renters joined in to offer exquisiteness and luxurious comfort in their services via offering limousines to their clients as a mode of transportation. In 1939 trend of presidential limousine started, it was "sunshine special" which was used by President Franklin D Roosevelt, Lincoln cosmopolitan and Bubble top was used by P. Dwight following the trend were President John F. Kennedy, Richard Nixon, Jimmy Carter, Ronald Reagan, George Bush. And now Barack Obama occupying the 73% of use of limousine under his administration for the safety of diplomats. Holidaymakers often used limousine service for sight-seeing and city excursions, hence it was named 'Airport stretch coach'. But then the technical advancements and exclusive amenities made available in limousines services gradually made its rental cost higher and completely out of reach of ordinary people.

After the great depression, all the political, social and industrial revolution that were made by the revolutionists throughout the country brought the rapid fundamental social, economical and cultural changes over the following years, hence limousines were no more the cases of have's and have's not. And now due to today's sustained and developed economy, different limousine companies are breaching the consumer market, allowing regular people to hire limousines for almost any occasion including weddings, birthdays, prom parties and graduations. I often see ordinary people enjoying the high life on their special day in a limousine, celebrating their weddings or birthdays in style and with much desired elegance and highlighted presence.

It is a tradition for the bride and groom on their wedding to share the joy and excitement of their new life ahead by hiring a wedding limo. We see limousines in use among general people today and the trend are gradually becoming part of our daily life. Limousines are hired for funeral processions highlighting the respect and dignity for the dear ones. Prom Limousines are available everywhere for high school students who wish to celebrate their prom night with full youthfulness adding extra possibility of a very memorable event for all. Celebrities and sports stars make very frequent appearance in limousines whenever there is a function, party or celebration. It highly elevates their presence and adds glamor and elegance to the red carpet they tread on. Lately, it is the business people and entrepreneurs making their big day a hit or political figures making history they are using limousines to make their presence significant to society.

Limousine riders are the people, normal, rich, and stars, common, ordinary or extra ordinary because limousines are for the people, by the people. So limousine riders can be me and it can be you. There is never a predefined etiquette as to who may and who may not use a limousine service. It helps add a different genre of excitement, entertainment and professionalism to whatever occasion you intend to hire it for.

Rupila is a freelancer writer. For additional information have a look at Seattle Limousine

Article Source: http://EzineArticles.com/?expert=Rupila_Bardewa

Original article

Little Known C3 Corvette Stingray Facts

The Corvette Stingray has long been a popular car with people from all walks of life. The iconic shape of a Corvette Stingray can turn heads even today, 30 years after the last Stingray was produced. This article is intended to provide information regarding the Corvette Stingray to all Corvette fans, whether you already own a Corvette, are considering buying a Corvette, or just like interesting facts and figures regarding classic Corvettes.

The C3 Corvette Stingrays are the generation of Corvettes produced between 1968 and 1982. The general design idea for the Corvette Stingray was modeled after the Mako Shark II concept car. When the term "C3" is used, it refers to the fact that they are the 3rd generation of Corvettes. Each generation of Corvette was given a designation as such. The current Corvettes (as of 2011) are referred to as C6, or 6th generation Corvette. Each generation refers to any major changes that are made, such as body design, drivetrain, etc. Of course, each year model within a single generation varies slightly from one year to the next, yet they still retain the same general look and feel as the rest of their generation. In the case of C3 Corvettes, the engine and chassis components were mostly carried over from the previous generation, however the body and interior were new, thus the new generation designation. This can be very useful when looking for information regarding a specific year Corvette, as most Corvette enthusiasts refer to the generation more frequently than a specific year or range of years.

One of the most obvious facts that stands out about the C3 Corvette is that it was the first use of T-top removable roof panels in a Corvette. Many of the 3rd generation Corvettes had removable glass or fiberglass tops that allow the driver or passengers to remove the roof panels, therefore allowing a more open top.This was a rather novel concept at the time, and it was not the originally intended design. The designers initially wanted to make the car a Targa Top, which means the entire roof panel is removable, hence the shortened name T-Top. After testing, the engineers determined that the lack of a support brace in the middle proved structurally insufficient for the powerful V-8 engines. This combined with the fact that the body was made of fiberglass made for a potential design flaw that could cause the body to flex under acceleration, resulting in cracked windshields, chipped paint, and other complications. As such, the designers added the brace in the middle, which seemed to resemble the letter T. The name remained "T-Top" even though the design was changed substantially from the original and the name was meant to reflect the previous design.

During the C3 years, GM made many attempts to further the development of the Corvette, which ultimately has led to the current design. One such attempt, which is also a relatively little known fact, is that there was once a Rotary Engine Corvette. In 1970, Chevrolet licensed the Wankel rotary engine (similar to the type used in the famed Mazda RX7 and RX8) and began building a two-rotor and a four-rotor Corvette in its testing and experimental department. A fiberglass mockup was approved in June 1971 by then GM President Ed Cole. On September 13, 1973 a 266 cubic inch two-rotor Corvette was displayed in Frankfurt, Germany. The four-rotor 390 cubic inch Corvette was put on display in Paris, France on Oct. 4, 1973, as well as the two-rotor. The 2-rotor engine GM developed was a fuel and oil hungry engine, and wasn't practical for production. On September 24, 1974, GM President Ed Cole postponed the introduction of the Wankel engine, most likely due to emissions difficulties combined with fuel and oil concerns. The rotary engine Corvette never made it to production. This venture did prove useful, however. It helped GM understand the limitations of the car, and venture forward into other areas of exploration.

Another of these innovative ideas was also taking shape around the same time. GM attempted to produce a mid-engine Corvette, to rival the mid-engine sports cars of Italy. It was called the XP-882, and it was first shown at New York Auto Show in 1970. The engine was a 400 cubic inch small block V-8 mounted behind the seats, transversely (like most of today's front wheel drive cars, with the engine sitting sideways). The engineers built two XP-882's. Shortly after the 2 were built, John DeLorean, the man who later started the company bearing his name behind the famous DeLorean cars of Back To The Future fame, became Chevrolet general manager. John cancelled the program, as it was expensive and impractical to build. It was the hit of the auto show, but GM never produced or sold the XP-882 Corvette. At least one, if not both, of these extremely rare Corvettes is still known to exist.

If you are a collector, or want to find a rare and valuable piece of history, look for a 1970 Corvette. 1970 Corvettes are considered by many among the most desirable of the C3 generation, as only 17,316 were produced that year due to production issues stemming from labor strikes. To give you an idea why that number is relevant, the Ford Mustang production for the same year was 190,727, more than 10 times the volume! This was the lowest production number since 1962, and quality examples in good shape are getting harder and harder to find.

If you are looking for rarity, one of the rarest and most desirable of all production C3 Corvette Stingrays is the 1969 ZL1 Corvette. The $4,718 ZL1 package required many other options, including $1,032 L88 Special L88 (all aluminum block) 427 cu. in. 430hp Engine, $81 K66 Transistor Ignition System, $37 F41 Special Front and Rear Suspension, $384 J56 Special Heavy Duty Brakes, and $46 G81 Posi-Trac Rear Axle. Radio and air conditioning were not available with the ZL1 package, and only 2 out of the 38,762 Corvettes made that year had the ZL1 package. The total package price of this car new was approximately $11,000, including the base price of $4781. To put that number in perspective, $11,000 was the price of some small 3 bedroom houses, or a new Ferrari at that time! The same year, a buyer could get a well equipped Pontiac Firebird Trans Am for around $4,300, making this a truly rare and exceptional car.

The C3 Stingray generation are to date the largest generation of Corvettes ever produced, and are the most popular today with collectors. Of the over 1.5 million Corvettes built between 1953 and 2010, over 540,000 were made during the C3 generation, between 1968 and 1982. These are the well-known "Stingray" design, although the slightly different name "Sting Ray" had been used as far back as 1963. Corvette # 500,000 was a white 1977 Stingray. It rolled off the assembly line to major fanfare on March 15, 1977. This is an exceptional collector's car, as it celebrated half a million Corvettes ever made.

It is a well-known fact that all Corvettes today are produced in only one place, which is the Corvette factory in Bowling Green, Kentucky. However, this wasn't always the case. Up until 1981, Corvettes were made in St. Louis, Missouri. The last St. Louis Corvettes ever built left the factory on June 1981 and July 1981. Are you curious as to why they only produced one each month? Bowling Green production was already in effect, and for several months both factories worked in tandem, allowing the St. Louis factory to assemble as many cars as they could with the parts still left in their inventory. This allowed them to save on shipping and labor costs, as moving large parts for automobiles is a rather expensive and labor-intensive undertaking. After these two cars left the factory, Bowling Green, Kentucky, became the only factory to produce Corvettes. This is the only time when Corvettes were produced simultaneously in two factories. Producing the cars in only one factory allows much tighter quality controls, providing quality over quantity, so that has remained the standard for Corvettes. The very last one built in St. Louis was white and has a build date of July 31, 1981. Somehow, the car managed to survive for 30 years, and is now restored exactly as it was originally built, with all the frame and chassis markings, and every detail exactly as it was when it left the factory. A hidden plaque was originally installed by the plant workers in the cars right front fenderwell to designate the last car down the production line, which helped authenticate the car. The car sported a 350 Cubic inch engine at 190 horsepower and a 3-speed Turbo-Hydramatic 350 automatic transmission.The car was sold at the Barrett-Jackson's Las Vegas auction in September, 2010 for $150,000.

I hope these facts about Corvette Stingrays has proven both useful and interesting. The Corvette has truly been an iconic car, capturing the hearts of generations, both young and old.

Original article

US Route 395 in Washington and Oregon

My 1969 Porsche 912 and I drove through eastern Washington and Oregon on our way from Canada (starting at Laurier WA) to Southern California on Route 395.

The 1955 Sturgis Bridge (southbound) in foreground and modern concrete bridge (northbound) in background cross the Columbia River at Umatilla OR.

Pendleton is home to the world famous Pendleton Woolen Mills. Because of my lifelong fondness for Pendleton products, I wisely locked my wallet and credit cards in the car before I entered the building.

I stopped again about ten minutes later to check my oil (it was OK) and enjoy some Oregon history at the Battle Mountain historic marker.

Earlier in my trip I photographed a cautionary highway sign not seen in the Los Angeles area. I intended to keep it as a rural highway curiosity unknown in the City. But very soon the previously photographed sign took on new meaning to me.

This is a curious highway sign to a city guy like me.

Cruising effortlessly (at legal speed, of course) north of Seneca, Oregon, I first saw what looked like a dark blur on the highway far ahead. I immediately began to slow. The blur soon became a herd of cattle accompanied by real cowboys mounted on horseback. Wow!

Already off the throttle and slowing, I quickly downshifted to third gear. Then light braking and second gear. By that time the cowboys were giving me enthusiastic "Slow down pardner!" gestures - or at least that's what I thought they were.

Outside Spokane one of my almost new tires suffered a fatal injury. I had a good spare and, with the help of my Auto Club membership, we were soon on the road again.

Premature death of a new P195-65 R15 Dunlop Sport Plus

Not wanting to tempt highway fate with no spare so far from home, I stopped at Pasco Tire.

Unfortunately, Dunlop Sport tires are not widely available in southern Washington, so Manager Dan Suarez asked one of his crew to trash my unusable mount another suitable tire for me. I was soon on my way. These are my public thanks to Manager Dan Suarez and Pasco Tire's friendly service to a traveler in need.

Oregon greeted us at the 1955 Umatilla Bridge, now used only for southbound traffic. At the nearby Visitor Center, I learned that traffic before 1955 crossed the Columbia at Umatilla by ferry. I'm sorry I missed that.

The Pendleton Mills retail outlet is part museum and part shopping mall.

Quickly back up to cruising speed south of Pendleton, mountains loomed ahead. The eager 912 almost seemed to anticipate having some safe fun on a near-deserted mountain highway.

The highway, history, scenery and weather combined for a perfect Oregon day.

The highway was spectacular throughout this clear but cold afternoon. Traversing Dale, Meadow Brook, Ritter Butte, Long Creek and Branch Creek summits, we had just driven through Porsche heaven. My 912 and I stopped for the night in John Day. It had been quite a day.

The next morning, after the usual pre-trip inspection and safety checks, my 912 and I said goodbye to John Day (the town, not a person) and headed south.

Earlier in my trip I photographed a cautionary highway sign not seen in the Los Angeles area. I intended to keep it as a rural highway curiosity unknown in the City. But very soon the previously photographed sign took on new meaning to me.

This is a curious highway sign to a city guy like me.

Cruising effortlessly (at legal speed, of course) north of Seneca, Oregon, I first saw what looked like a dark blur on the highway far ahead. I immediately began to slow. The blur soon became a herd of cattle accompanied by real cowboys mounted on horseback. Wow!

Already off the throttle and slowing, I quickly downshifted to third gear. Then light braking and second gear. By that time the cowboys were giving me enthusiastic "Slow down pardner!" gestures - or at least that's what I thought they were.

I was soon surrounded by the herd. At no more than a very cautious 10 mph in first gear, I couldn't resist documenting this very effective form of Oregon highway speed control.

Eastern Washington and Oregon boast enough scenery, history and excellent roads to satisfy any Porsche enthusiast, with highway cattle drives possible for added interest. I'll spread the word, pardner.

Michael "Mike" Newlon Retired in 2005 after a dual career in private sector corporate management and as a Lieutenant Colonel in the US Army Reserve.

When he is not exploring current or former U.S. highways, like CA 99, in his Porsche 912 or Lincoln Town Car, Mike enjoys reading 20th Century history and popular action novels.

If you have questions about Michael "Mike" Newlon call him today: 760-636-5560
or visit his website http://www.highwaytripbooks.com/

Article Source: http://EzineArticles.com/?expert=Mike_Newlon

Original article

The Most Memorable Movie Cars of All Time

Film and television series over the years have featured a huge variety of vehicles; some have been iconic to the productions and will forever be linked together. The silver screen can certainly bring out a cars or vans performance, with many of the vehicles about to be mentioned being driven in unbelievable circumstances at top speeds. One thing for sure, as soon as we see a particular car model, we can immediately think back to the film it was used in, certainly a great homage to the many movie vehicles since moving pictures began.

One of the most memorable vehicles in cinema history has to be the time machine from 'Back to the future'. The time machine was build out of a Delorean DMC-12, firstly powered by Plutoium, then adapted for electricity, and then later fuelled by a fusion generator.

Who could forget the Pontiac Firebird from the film Smokey & the Bandit that was driven by Burt Reynolds? Released in 1977, the film saw the Firebird instantly become synonymous with high speed chases across America; the Pontiac division of General motors even released a limited run of Trans Am's complete with black and gold finish.

Whilst on the subject of Pontiac Firebird Trans Am, who can remember K.I.T.T.? This wonderful car was the property of Knight Industries and driven by Michael Knight (portrayed by David Hasslehoff). The Trans Am had plenty of power under the bonnet plus many great extra's such as ejector seats, blast proof bodywork and a turbo boost!

The Aston Martin is a wonderful example of British auto workmanship, and once again just the mention of the name brings up images of secret agent 007, from the James Bond Movies. The Aston martin DB5 was one of the most featured vehicles in the series of films, several other models can be seen throughout the collection, but the DB5 was by far the most iconic.

Minis have been an iconic vehicle for many years, but it wasn't until 1969 that the film 'The Italian Job' increased the Mini Cooper's popularity. The film itself features a huge selection of vehicles ranging from Lamborghini's, Aston Martins, but it's the daring city driving scenes with the three minis' that really is the movies highlight. A remake was released in 2003 and featured the newly designed MINI model, once again launching the vehicle into the limelight.

These are just a small selection of my most memorable vehicles in movies, there are plenty more and it really is just a matter of opinion, so get thinking!

Gregory Greene is writing on behalf of Bramleys in Surrey, the best choice for a Porsche Specialist or when choosing specialist for a complete Classic car restoration and to purchase your next prestigious or luxury motor car.

Article Source: http://EzineArticles.com/?expert=Gregory_Greene

Original article

2 Reasons Why Extended Vehicle Protection Plans Are Better Than Factory Warranties

When you buy a new car, it comes with a warranty from the factory to cover premature component malfunctions and failures. The terms of the factory warranty will vary based upon the make, model, and manufacturing year. While most people trust their manufacturer's warranty, there is a higher level of distrust regarding extended vehicle protection plans because of the dishonest marketing of plans by some companies, the financial instability of others, and the perceived lack of benefits provided by most plans. However, there are reputable companies backing plans with some extra perks that go above and beyond what factory warranties cover.

To be clear, extended vehicle protection plans aren't meant to compete with factory warranties. In most cases, autos covered by a bumper-to-bumper warranty have no need for additional coverage. These extended plans are intended to provide coverage after the factory warranty expires. Here are two ways how they provide better coverage than your factory warranty.

1. Service with Any ASE Certified Mechanic
Factory warranties require the covered auto go to the dealership for service and repair work. This isn't always convenient. Plus, what if the dealership is too busy to begin repairs right away when an ASE certified mechanic with a reputable, independent service station can complete the work immediately? With extended vehicle protection plans, auto owners have greater flexibility for service.

2. More Than Just Parts and Labor
When an auto breakdown occurs, there are often costs in addition to parts and labor. Breakdowns are never convenient, especially if the driver experiences a problem and has to pull over on the side of the road or on the freeway. This can add extra costs for emergency assistance and towing. Plus, if the dealership is busy or has to wait to have a replacement part shipped in, the auto could end up in the shop for a week or more. Most people can't afford to be without transportation for this extended period of time and dealerships can't afford to provide loaner vehicles to all customers. Most extended plans come with rental car coverage.

It is important to research the companies that back extended vehicle protection plans to see if they have any negative ratings with the Better Business Bureau and negative reviews from customers. Plus, it is necessary to thoroughly review the coverage, and terms and conditions of the plans since not all policies offer the same coverage. What's important to know is that there are reputable, stable companies that provide fully-insured extended vehicle protection plans to provide auto owners coverage once their factory warranty expires.

Buy used car warranty under extended vehicle protection plans at American Auto Assurance to extend the protection of your auto from costly repairs after their auto warranties expire.

Original article

Audi 100 Coupe S

In order to increase production volumes and to meet growing demand of VW Beetle model (also known as Käfer), Volkswagen corporation (hereinafter - VW) came into purchase-sales contract with Daimler-Benz in 1964 and acquired new factory in Ingolstadt as well as ownership of trademarks (Audi, DKW, Horch and Wanderer) of Auto Union GmbH. Since the "beetles" were stamped at a very high speed, working in one factory in several shifts, the main object of the mentioned contract was additional production line rather than increase of model line-up. On the contrary, VW boss Heinrich Nordhoff planned to discontinue further development of Audi and DKW, because the sales of DKW F102 and Audi F103 models were very low.

Dr. Ludwig Kraus held position of development director at Auto Union in those days. This man was initiator of development of new Audi model, which concept was unveiled for VW administration at the final stage only. Heinrich Nordhoff was fascinated by Audi future vision, and "blessed" developing model to see the day light. Since the model received 100 hp aggregate, the new Audi car was symbolically named as "100". Inside the company the model had C1 initials.

Dr. Ludwig Kraus is referred as to "dr. Audi" by some Audi fans, because they believe Audi could have been forgotten without efforts of this person. As the future will show, initiative of Ludwig Kraus inspired the appearance of one of the most successful Audi models ever built.

Closer look to Audi 100 Coupe S
Official debut of Audi 100 Coupe S (hereinafter - Coupe S) was held at International Frankurt Motorshow in 1969. The car featured four-speed manual gearbox and ventilated front disc brakes. These features were not unnecessary luxury components, since the car was able to make 185 km/h (115 mph) top speed what was high achievement at that time. The car also had wider tires, a variable-height steering wheel, tachometer, digital clock and upgraded interior equipment and trim. Power steering was available option from 1973. Though car specification showed Coupe S is a four-seater, the comfortable ride on the back seats was limited by car height (133 cm / 52,36'' ).

1 871 ccm, 4-cylinder engine (115 hp) with two carburetors was originally fitted into Audi 100 Coupe S. "Thanks" to carburetors, the appetite of the car was near 17 liters/ 100 km (13,84 mpg), while CO² emission didn't pass the standards set in certain countries. Starting from 1971, the same engine with one carburetor was offered, what affected lower fuel consumption and slight power decrease.

The car was in production till 1976 and 30 687 exemplars were built in total. The production was canceled due to low sales figures, what was influenced by price increase. Raising the prices was a must for Audi, since manufacture costs were constantly growing. The last Audi 100 Coupe S models were priced at 19.350 DM in Germany, what is ~ 4.000 DM more comparing to the prices in 1970.

Typical Audi 100 Coupe S problems
1,9 L engine does not require any serious investments up to 150 000 km (94 000 miles). Additional liter of engine oil may be necessary in-between changing periods from 100 000 km (62 000 miles); however this problem is solved after replacement of valve seals. The drivers should constantly check engine oil pressure. There were some accidents when the engine oil leaked out because the screws of oil pan got unscrewed. The engine is also sensitive to overheating.

Transmission is a weak point of the car. Synchronizer rings are often replaced within 100 000 km (62 000 miles). The very first sign of this defect is more difficult shifting from 1st to 2nd gear. It should be also taken care on brake master cylinder, which is prone to rust.

The body of Coupe S is Achilles heel. Typical places where rust can be found are: sills, beside the pillar A, metal part under the main console. Due to the moisture under the battery, which is located under the back seat, the floor often becomes rusty on that area.

1971-1973 models had sound insulating mat, which was fixed on the front side of the bulkhead between engine and cabin. After few tenths thousands of miles this mat "acted" as a bath sponge and reliably kept moisture, dirtiness. For this reason, the first work of restoration is the removal of this mat.

The rear axle of the car is also week in respect of corrosion. It is very likely that rust already done a great job and eaten all the mounting screws.

In accordance with the above stated, many technical defects can be removed at low costs, so the main focus should be on body condition.

About the value
About 90 percent of survived Audi 100 Coupe S can be found in Germany. Up to 100 exemplars belong to the owners from England, France, Belgium, Netherlands, Sweden, and Switzerland. Based on the existing offers in the end of 2011, mint condition Coupe S can be purchased for € 13.000-16.000 and model which require restoration are available for € 4.000-7.000.

Final word
This car undoubtedly brought Audi to the new level and when considering relatively low production volumes, current Coupe S owners may be proud of having the part of Audi history.

Mindaugas Musininkas, D&S Automobiles
http://www.dsautomobiles.com/

Original article

BMW Vs Ferrari - An Amateur Perspective

I own a Mazda, 1988. It cost me $200.

I can not claim to know a lot about cars - especially cars that require debt for the average person to own.

My Mazda bears no resemblance to a BMW or a Ferrari and does not even vaguely enter the league of comparison.

I do, however, know a lot about dogs and would like to apply this knowledge to my comparison of these cars. The BMW is a German Shepherd, a German - based car manufacturer. The Shepherd is a beautiful dog, aesthetically ideal. Soft around the edges, comfortable to snuggle into, and safe. Safe for the children, safe in the park and safe in the home. They are powerful and a breed that needs to be respected. The BMW has a lot of grunt, technological advantages and much prestige but it's reputation is based around the comfort of the driver and passengers. It is a luxury vehicle... and a safe one too. Ironically enough, both the BMW and the German Shepherd are commonly seen in the richer areas of my home city as one is used to protect the other.

The Ferrari is recognized mainly for its racing reputation and therefore I see the Bracco as the pup of comparison. It's an Italian dog, often with its tail docked, it has smooth body lines and a lot of speed and stamina. It is used for hunting which makes my comparison strangely relevant. Although it is priced like a luxury vehicle, the Ferrari is not known for it's comfort. It's known for it's speed, a sports car - often red - and often associated with mid life crisis and small penises.

The BMW screams "I have money", whereas the Ferrari hollers "I have too much money". The BMW is for the working class who have been successful and wish to reward themselves with comfort. The Ferrari is of acquired wealth: school babies whose daddies can't say no, middle aged men whose wealthy aunt just passed away and left them with squillions to fry. The Ferrari is a car to state opulence whereas a BMW is a car that recognizes an effort well rewarded. To further the argument a German Shepherd is an even-tempered dog that you can trust with your children. It's no mutt and is of a pure bloodline. It is noble and loyal. The Bracco is a bit unpredictable, you can never be quite sure if it's coming or going. If it's running to jump in your lap for a cuddle or about to rip your face off.

All in all, both of these vehicles (and dogs) have their merits and disadvantages. For an uneducated car critic, like myself, it seems prudent that I tuck my tail between my legs and settle on in to the ripped seats and crackling stereo of my pound puppy Mazda. It's a good friend and companion and it saves me from debt.

Original article