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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