Automatter

Mitisubishi's Outlander Sport defines the crossover segment

    
The Mitisubishi Outlander Sport (2013 edition) fits in well at the University of Washington Arboretum. (Photo by Terry Parkhurst)

  The Mitsubishi Outlander Sport is akin to seeing someone who reminds you of someone you used to know, but can’t place in your memory. In this case, that’s because what designers call the “face” comes courtesy of its cousin, the Lancer. In fact, the Outlander Sport might be considered a Lancer set up for off-road use, since its underpinnings also come from the Lancer.

Configured to ride a bit higher in the saddle, the Outlander Sport is a perky looking little rig – shorter than its sibling, the Outlander proper by 14.5 inches, at 169.1inches -- that fits right into that recent automotive  niche known as the “crossover.” The term was devised by some product planner as a way of differentiating small sport utilities that have more in common with automobiles than the traditional body-on-frame behemoths that were the favored rides of many Americans, prior to gasoline hitting four dollars a gallon, in the summer just before the fall of Lehman Brothers.

The hatchback rear of the Outlander Sport has a bit of a forward slope consistent with the theories of German aero dynamist and engineer Wunibald Kamm. Call it a kammback-hatchback. No word on what the drag coefficient of the Outlander Sport might be, as a result; but it certainly looks right.

There's 20.1 cubic feet of cargo space behind the second row of seats (21.7 cubic feet, sans sub-woofer), plenty enough for at least one cat carrier. (Photo by Terry Parkhurst)

  The interior is comfortable and most everything falls readily to hand; however, the sightlines from the driver’s seat aren’t good and the rear-view camera, that actuates when the Outlander is put into reverse is very much needed.

The navigation system screen becomes a rear-view mirror,when the Outlander is shifted into reverse. (Photo by Terry Parkhurst)

While the Outlander is a front-wheel drive vehicle, there’s the ability to electronically change it into all-wheel-drive by using a “driving mode” selector, while the ignition switch or the operation mode is on. By pressing the drive mode selector, the drive mode can be changed from 2WD, 4WD auto or 4WD Lock. The drive mode is displayed as an interrupt display within the instrument panel. After being actuated, the information screen returns to its prior display.  If that sounds confusing, be assured that after using it to go back to two-wheel drive, from four-wheel drive, it becomes as easy as using an ATM.

Vehicle dynamics on a round trip between Seattle and Tacoma, Washington seemed to compare favorably with the likes of the querulous looking Nissan Juke or the mini-utility Subaru Forester. The suspension architecture underneath is MacPherson struts, up front, and multiple trailing links, in the rear; both are assisted by stabilizer bars, 22 mm diameter, up front and 16 mm, rearward.

The only negative noted seemed to be a lot of road noise. A friend who’s a longtime service technician who came along for a ride noted it, after a short drive that included a loop from his shop, onto the freeway to test acceleration and back to the shop. Whether that’s something to do with the shock settings or underperforming engine mounts (as a friend in the San Francisco bay area who recently road-tested an Outlander Sport seemed to feel), is speculation. It’s about at the level which many front-drive automobiles used to evidence, back when manufacturers were still trying to dampen out the effect of having an engine and transmission, up front.

While too many consumers might not be aware of it, Mitsubishi has been building dependable, long lasting four cylinder engines for the American market, since its Astron series of engines debuted in rebadged Dodge Colts in the late 1970s. (The same in-line four cylinder engine within which Mitsubishi utilized Frederick W. Lanchester’s counter-rotating shaft, anti-vibration system and dubbed it the Silent Shaft; later to be used, under license, by Porsche for its three-liter, in-line four cylinder engine.) In fact, the Astron four-cylinder engine was competent enough to survive usage, in various Mitsubishi models, for 25 years.

The two-liter, four-cyinder DOHC (double-overhead cam) engine in the Outlander Sport produces 148 horsepower at 6,000 rpm and 145 lb./ft of torque at 4,200 rpm.(Photo by Terry Parkhurst)

  The engine bay of the Outlander Sport contains a DOHC (double overhead camshaft), 16 valves, normally aspirated, all-aluminum four-cylinder engine producing 148 horsepower at 6,000 rpm and 145 lbs. /ft. at mid-range (4,200 rpm). It’s plenty enough to power the Outlander Sport’s 4,343 pounds (gross vehicle weight) to freeway speeds, while achieving 27 mpg (noted in real time, thanks to the trip computer). Best of all, in these days when most of us have become fiscal conservatives, it runs on unleaded regular gasoline (87 octanes).

The Outlander Sport can be ordered with either a five-speed manual transmission or a CVT (continuously variable transmission); the latter allows shifting in what’s usually called “manumatic” mode and Mitsubishi calls “Sportomatic.” Moreover, for those who want to channel their inner F1 driver, paddle shifters pop off the steering wheel stalk.

When put into the left side of the shift-gate, the Sportomatic CVT transmission allows manual settings,up and down, six speeds forward; towards the plus symbol for upshifts and back to the negative symbol for downshifts. (Photo by Terry Parkhurst)

  Off-road testing was limited to the dirt roads of the University of Washington Arboretum; however, when you consider that there’s a four-wheel drive setting which allows for a locked differential, the Outlander can be considered a serious off-roader.

The Outlander Sport seems to be a decent alternative to more expensive crossovers, such as the Honda CR-V. The Outlander is easier to park, in the city, since it is fully 9 inches shorter than the CR-V; and it also offers a manual transmission, which the CR-V doesn’t.  The tested version was the Sport SE AWC, which had an MSRP (Manufacturer’s Suggested Retail Price) of $23,695.00 and was loaded with optional equipment that cost $4,050.00; those options included a navigation system with the aforementioned back-up camera at $2,000.00; a 710 watt Rockford Fosgate sound system and Panoramic glass sunfoof (part of the Premium Package at $2,050.00). Final tally, with destination/handling charge of $825.00, was $28,750.00.

A sub-woofer in the rear cargo area is part of the 710 watt Rockford-Fosgate sound system, that's part of the Premium (option) Package. It does reduce storage a bit; but it might not matter if you're in the demographic intended for a sub-woofer. (Photo by Terry Parkhurst)

  Equipped with a manual transmission, the Outlander Sport starts at $19,995.00. If you don't have a problem with using a clutch pedal and don't require a plethora of options, the basic front-wheel drive Outlander Sport ES offers a good alternative. -- Terry Parkhurst

 

Truck and tractor auction proves lucky for bidders

 

    Auctioneer Jeff Stokes works on selling a 1978 Seagrave hook-and-ladder truck; it sold for a bid of $3,100. Final sales price was $3,410, with buyer's fee. (Photo above (c) by Terry Parkhurst)     

  One of the most interesting auctions of the past summer took place on the first Sunday of June. About 300 registered bidders and spectators jammed inside a building at the Marymount Event Center in south Tacoma, Washington to bid on a collection of over 100 vintage tractors, trucks and a few classic automobiles.

The location was especially fitting, considering that the Marymount holds the LeMay Family Collection. The LeMay family’s pater familias, Harold LeMay, assembled an eclectic collection of automobiles, trucks and even tractors, before he passed away in November of 2000, at age 81. Now, Doug LeMay, Harold’s son, heads up the family’s collection. There is also a museum in Tacoma, called the LeMay Museum, also known as America’s Car Museum ® and it is a separate entity; although the family has donated vehicles to the museum and loans out others.

Harold LeMay made his money in garbage collection. He began collecting scrap, while still in high school, and then selling it. It was the Great Depression and a person had to be resourceful. After high school, he bought his first garbage route, fixing up beater trucks to make his business go. It grew into LeMay Enterprises and became one of the top five hauling, disposal and recycling companies in the United States.

The Marymount Event Center reportedly holds 500 vintage vehicles, consisting mostly of automobiles, but also trucks, buses and motorcycles. Some of them of those being auctioned were left over from the family’s collection. It was felt that rather than restore them, it was time to let them go to someone else.

The auction was staged by Lucky Collector Car Auctions, a company formed last year by Doug LeMay and Evan McMullen, owner of Cosmopolitan Motors in Seattle, Washington. Three auctioneers worked the crowd, trading off during the three-and-half hours it took to conduct the auction: Jeff Stokes, Dan Schorno and Ryan Massey. Not all bidders were in the audience. A table, off to the side of the docket, had people handling phone bids (through Proxy-bid).

The first 9 lots were small collections of model fire engines, tractors and miscellaneous trucks, most of which sold for a hundred or two hundred dollars. It was the auctioneers’ way of getting the crowd wound up; but the crowd was ready to go when tractors started being offered.

It started slow as a 1946 Case VAC tractor sold for a bid of $100; the final sales price was $110, as all sales were subject to a 10 percent buyer’s fee. Shortly thereafter, a 1945 John Deere sold for a bid of $5,500 (final sale price: $6,050).

This 1950 Mineapolis Moline RTS tractor sold for $1,485.00; including 10 percent buyer's fee.  (Photo (c) by Terry Parkhust)

  But it was the trucks that the crowd really wanted to see. When a 1917 White flatbed rolled it, it ended up with a final bid of $8,000 (final sale price: $8,800).

A 1956 Willys JEEP station wagon was in very good shape and brought a lot of attention when it was driven to the docket; selling for a bid of $5,800 (final sale price: $6,380). Since some of the trucks weren’t running, or were so big they couldn’t negotiate the limited space inside the building (which held collector vehicles, stacked three high), they were sold in place, with only a photo for bidders to go by.

That’s how a 1940 Dodge VF20 four-by-four, military truck sold; although it was reported as being somewhere, lined up outside, if anyone wanted to see it in person. The photo was enough for bidders to jump in and one got it for a bid of just $3,750 (with a final sales price of $4,225.00).

This 1941 Ford fire truck, fully operational and in good running condition, sold for a bid of just $6,200. (Photo (c) by Terry Parkhurst)

A very clean and running 1941 Ford fire truck was driven inside and stopped short of the auctioneer’s podium. It ended up selling to Mitch Silver, who heads up Silver Auctions in Spokane, Washington, for a bid of just $6,200 (sales price, $6,820 with buyer’s fee).

The story behind a 1955 Bristol double-decker bus was especially interesting. It had gone from the family collection to the LeMay museum; however, a double-decker bus is hard to store in a museum and so the management of the museum decided to sell it at this auction. That led it to be bought back by Doug LeMay for a bid of $17,000 and a final sales price of $18,700 (with buyer’s fee).

Auctioneer Jeff Stokes does ringman duty, working the crowd for bids on a 1955 Bristol double-decker bus.(photo (c) by Terry Parkhurst)

  A 1914 American LaFrance fire truck that had been assigned the name “Apparatus #1,” when it served as the first fire engine for Seattle, was driven out by Doug LeMay. It had been capable of projecting 800 gallons of water per minute – better than a fire boat the City of Seattle also had at the time. In the many years before it was finally decommissioned in 1955, and sold to a private individual in 1955, it spent some years in service as needed; while other years, it was “held in reserve.” That was probably because of its ability to pump so much water.

Doug LeMay, son of the late, noted vehicle collector Harold LeMay, positions a 1914 American LaFrance fire truck onto the docket. (Photo (c) by Terry Parkhurst)

  After several minutes of spirited bidding, it was bought by a member of the Last Resort Fire Department museum in Seattle, for a bid of $12,000 ($13,200, final price with buyer’s fee). As an anonymous former firefighter, when offered a microphone, said, “It’s going where it belongs, so we can remember fellow firefighters. It seems like a lot of money, but the price is subjective.”

The truck that surprised even the auctioneers was a 1932 Kenworth that wasn’t running. Evan McMullen said that “PACCAR contacted us about this truck.” There appeared to be about four bidders in the crowd and one on the phone. It ended up selling for a bid of $17,000, with a final sales price of $18,700 (when the 10 percent buyer's fee was added to the final, winning bid).

Bidding slowed down after that, and most sales were less below a thousand dollars, such as a 1952 Ford Big Job fire truck, in seemingly good condition, that sold for just $550 (final sales price with fee included). Notable exceptions were the 1988 Kenworth T800 tow truck that sold for $58,300 (including fee); a 1929 Ford AA tow truck that sold for $4,950 (including fee); and a 1926 Ford TT flatbed  truck, sold for $3,300.

Most of the trucks were sold at no reserve, but a few remained unsold, at the auction’s end; but overall, this was a successful auction for both buyers and sellers, with an opportunity to see and buy some interesting examples of trucking and farm history. -- Terry Parkhurst

Porsche Club of America, northwest region, meets at historic drive-in

 

(Photo (c) by Terry Parkhurst)

The northwest regional chapter of the Porsche Club of America staged a show at the XXX Root-Beer drive-in, in Issaquah, Washington, Sunday, April 28th. About 100 cars showed up, despite the fact that during the three hours for this event, sometimes the rain was heavy. That led for more time, inside the restaurant; talking cars. The drive-in was built in 1968 and is one of just two XXX Root-Beer drive-in restaurants left in America.

A line-up of Porsche 914s, which was available from 1970 through '76 model years. Not all of these were stock; one included a 1974 model retrofitted with a 2002 Subaru engine. (Photo (c) by Terry Parkhurst)

That didn't seem to dampen anyone's spirits or enthusiasm as enthusiasts gathered around cars and exchanged the history of how they restored their cars,in some cases; or modified them, in others.

One of the most interesting cars there was a 1967 Porsche 912. It had a sign on the windshield that said, in large letters: "Barn Find".  Underneath, the anonymous owner had explained that, it had been picked up, just two weeks ago, and hadn't been moved until that point in 17 years. The engine reportedly hadn't been turned over, in that entire time. Somehow, the owner got the engine running. He (or she) ended the tale by writing, "Now the project begins."

This recently reconditioned 1967 Porsche 912 was brought out of long-term storage, after 17 years, by an owner who posted a sign on the windshield which stated, "Now the project begins." (Photo (c) by Terry Parkhurst)

So it just goes to prove that you don't necessarily need a lot of money to drive a Porsche, even a vintage one, just determination and an ability to bust your knuckles. -- Terry Parkhurst

Aficionados of Volvo, SAAB, ensure vintage Swedes stay on the road

The black 1964 Volvo PV544 (left) of Dick Libby sets next to a mid-Sixties Volvo 122S Amazon station wagon in front of the XXX drive-in, in Issaquah, Washington. (Photo by Terry Parkhurst)

The seventh annual Swedish Car Cruise-in took place at the XXX Root Beer drive-in, in Issaquah, Washington, on Sunday, February seventeenth, with a rolling back-drop of rain and sun. The sun would come out for about an hour, and then the rain would start up, and then the sun would return in another hour. But it did nothing to dampen the enthusiasm of a crowd of that included seemingly as many in their twenties, as well as more seasoned Swedish auto enthusiasts.

You’d never have known that SAAB no longer existed as an automobile manufacturer. Hunter Ross, a sales consultant, brought a like-new 2011 SAAB 9-3 sedan from his employer Park Place Ltd. It was
surrounded by a collection of SAABs that ranged from early series 96 models through some eye-catching Sonett sports cars and various models from the 1980s.

An estimated 100 autos and one Volvo military vehicle showed up during the day, with a 50-50 split between Volvo and SAAB. In years past, Volvo has been the dominant marque, but with the SAAB factory having closed in 2011, it seems to have just created more SAAB aficionados; those who were fans, are even more committed to the marque.

Michael Mihalik, of Woodinville, Washington, brought one of two, rare SAAB Sonett sports cars. His was a 1974 series III, painted black and featuring carbon fiber wrap-work on the body and interior. Its 1.7 liter V4 engine, backed up by a four-speed manual transmission, was bored out (exact displacement unknown by Mihalik) and fitted with a high-lift camshaft. 

The 1974 SAAB Sonett series III of Michael Mihalik, from Woodinville, Washington. (Photo by Terry Parkhurst)

Michael Mihalik's Sonett's V4 engine featured modifications such as a high-lift camshaft. The displacement was originally 1.7 liters but he'd had the cylinders bored out to increase displacement to a size he couldn't recall. By the way, that's just rain on the bodywork. (Photo by Terry Parkhurst)

The Sonett name first appeared on a fiberglass-bodied, open sports car in 1955-’57. Only six were made and they used a three-cylinder, two-stroke engine of 748 cc that produced 57.5 horsepower.

The Sonett II started out using a two-stroke engine in the 1967 model year; but a V4 was installed for 1968, due to more stringent, proposed emissions standards in America (the Sonett’s primary market); that engine was sourced from Ford’s Taunus and featured overhead valves. Originally sized at 1.5 liters, by 1973, it was increased to 1.7 liters.

There were 8,368 examples of the Sonett III, made from 1970 through late ’74. Interest is being shown for them, at auctions. Most examples trade hands privately or through collector car dealers, with an average asking price of $4,210 (according to Collector Car Market Review). When they appear at auctions, their rarity and mechanical attributes garner attention – and bids.

For example, at an auction held by Classic Motorcar Auctions in Canton, Ohio last September, a 1971 SAAB Sonett III coupe, with 92,168 miles on its odometer and in good, original condition, sold for $9,288.00. Collector Car Market Review magazine has projected that the Sonett III will appreciate five percent overall; and could increase 20 percent in value, over the next five years.

But the most unusual Swedish vehicle on display was a Volvo Laplander C304 military personnel carrier; about 8,000 were made from 1974 through 1984. Of those, 75 percent were made for military use and the rest for civilian use. Propulsion came via a B30, three-liter, overhead-valve, in line 6-cylinder engine.

This Volvo Laplander series C304 garnered a lot of interest at the Swedish Cruise-in. (Photo by Terry Parkhurst)

The gamut of Volvos ran from a 1953 Volvo 444 sedan, through a fine selection of 544 sedans, 122 Amazons, some 140 series cars up from Oregon, and several 240 coupes and sedans; some modified, but most restored to original specifications.

It was perhaps fitting that the C304 (whose owner we never did get to meet) drew more attention than most any other car there; since as many enthusiasts will attest, vintage Volvos were built like tanks. But then, that’s one reason they’re still on the road. -- Terry Parkhurst

 

Toyota's Avalon now available as a hyper-miler sedan

 
  The Avalon has always had size on its side. Now it has a variant bringing outstanding mileage to the deal, too. (Photo courtesy of Toyota Motor Sales, USA)

 Years ago, Buick had a great tagline for its ads, that being, “When better cars are built, Buick will build them.” Toyota could now, if it was so inclined, restate that and say, “When better Buicks are built, Toyota will build them.”

Sized like Buick automobiles have traditionally been, at 195.2 inches in length and with a 110 inch wheelbase, the Avalon sedan, especially the hybrid edition, is the car that Buick – or some American manufacturer – should have built. The exterior is the most aggressive-looking design worn by the Avalon. The air intake upfront has a look to it that’s akin to a jet engine intake and a Ferrari Enzo. This is a case of form-following-function, as much as anything.

While the Avalon can be equipped with a 3.5 liter, double-overhead camshaft V6 producing 268 horsepower and 248 lb/ft of torque, the big news is a hybrid edition that allows 40 miles-per-gallon in the city or 40 mpg on the highway, according to the EPA (Environmental Protection Agency), for an average of 40 mpg.

The Avalon hybrid uses the same 2.5-liter, Atkinson-cycle, four-cylinder engine, as the Camry. It is joined, in the engine bay, by a power-control unit which houses an inverter, a DC-DC converter, a step-up converter (raises voltage to a maximum of 650 volts) and the hybrid-drive ECU, which governs the seamless operation of electric-motor power application and regenerative braking. The power control unit also relies on liquid cooling to maintain an efficient temperature.

Underneath the hood of the Avalon hybrid there's a four-cylinder internal combustion engine (left) and an inverter, a DC-to-DC converter, a step-up converter and a hybrid drive ECU (electronic control unit). (Photo by Terry Parkhurst)

Two electric motors are located in the back, inside the transaxle; one motor charges the hybrid electric batteries and starts the four-cylinder engine, while the other provides propulsion.

A 244.8-volt nickel-metal hydride battery pack is located underneath the rear seat; thus allowing for maximum trunk space. Rear seat space is reduced, down three cubic feet to 49, from the previous generation.

The internal combustion engine puts out 156 horsepower and 156 lb/ft of torque. The two electric motors produce 141 horsepower and 199 lb/ft of torque. Coupled together, all three produces 200 horsepower.

The drag coefficient of the body is 0.28, the same as the Scion coupe. It’s not so much sculpted as devised by a wind tunnel. Fuel economy mandates have ensured that.

The interior is also redesigned. It's reminiscent of an airplane cockpit. At night, lights glow at the base of the dashboard and instrument legibility gives the impression that this is more a driver's car, than the previous editions.

The Avalon's instrument panel is lit up in a manner akin to an airplane's panel. (Photo by Terry Parkhurst)

Leather seats are standard; if the car is equipped with a tan or gray interior, there are contrasting colors throughout the cabin. The dashboard is vinyl but of durable enough material that it could also pass for leather. The center console has a back-up camera that comes automatically into play when the driver shifts into reverse. A nice feature of the console is the eBin; it has a non-slip surface for a cell phone, two 12 volt power outlets, an auxiliary audio jack and a USB port.

Contrasting colors are available throughout the interior of the Avalon, when tan or gray is featured. (Photo by Terry Parkhurst)

Equipped with a six-speed automatic CVT, which can be shifted, via a manumatic gate off to the left of the shifter stalk, acceleration was brisk and smooth. The Avalon hybrid can go from a standing start to 60 miles-per-hour in about seven seconds. (The tested car's mettle was calibrated, traditionally if somewhat inaccurately, with a stop-watch.) The top speed is somewhere between 120 and 130 mph. (That was not verified, since the tested car was not driven on a race track.)

A planetary gear-set blends electric and gas power, sending both to the rear wheels without the use of belts, as is done with most CVTs. Nonetheless, the transmission behaves much like a conventional CVT; uptake is smooth and seamless.

Electric-only operation is available using a light foot, up to about 20 miles-per-hour. You can lock the power-train into an electric-vehicle mode with an EV setting for stop-and-go city driving; but it’s overridden, when speed or load demands. There are other settings the driver can use, in the center console, for Eco or Sport driving. The ECO drive mode engages the gasoline motor, but reduces throttle response and HVAC output to help improve overall efficiency. The  Sport mode takes full advantage of the new Avalon’s dynamic character, improved chassis, and enhanced suspension by altering the engine’s throttle response and enhancing steering feel.

Underneath the new Avalon is a fully independent suspension, with settings that are stiffer than the previous generation. A tight right hand turn, on a four-mile loop that took us from northbound Highway 99 in Seattle, back down towards Lake Union, demonstrated how much improved the handling is, from even the most previous model. There was little body roll and the car was well positioned to accelerate, after braking and downshifting into the turn – preferred stance for a front-wheel drive car.

Steering feel of the electrically-actuated, power steering is as good as can be expected from such a set-up; however, it is responsive. Additionally, the regenerative braking, which allows charge to be put back into the battery pack, still allows enough pedal feel to differ little noticeably from a conventional braking system.

The hybrid version of the Avalon sells for about $4,600 more than a conventional Avalon; base price for the tested hybrid Avalon was $35,555.00. After adding in the destination fee of $795.00, a rear bumper appliqué at $69.00 and all weather floor and cargo mats at $200.00, the final price was $36,619.00.

Overall, the new Avalon hybrid feels as competent as any German luxury car, but should give most competition to its corporate cousins, the Toyota Camry and the Lexus LS. Built on the same platform as both, and priced about $7,500 less than the Lexus hybrid, it’s probably finally going to achieve the goal Toyota has, of expanding the market for the Avalon to a new demographic. – Photos (save for one noted) and text © Terry Parkhurst

 

Motorcycle shows allow riders a way to stay involved

Donny Shultz (right) helps an interested motorcycle enthusiast sample the Lean Machine of the Performance Riding School. The machine's purpose is to give students a clear picture of how the body's position changes as a rider enters, apexes and exits a corner. (Photo by Terry Parkhurst)

  In the dead of winter, the best dreams of motorcyclists seem distant and might lie dormant. But thanks to the International Motorcycle Shows, sponsored by Progressive Insurance and being staged across America, there’s still the opportunity to mingle with the best of the new and some of the old machines of motorcycling. There’s also the chance to mingle with like-minded individuals; even those whose achievements as racers seem to separate them from the rest of us.

There were about 70 exhibits at the Seattle show, December 14-16, which not only included all the major motorcycle manufacturers and a variety of aftermarket producers, but also the 2013 Morgan three-wheeler; originally conceived in the thirties (of the last century) to broach the British tax law levied on automobiles.

  The Bodywork of the Morgan 3-Wheeler is sheet aluminum bent into shape, while the frame is steel tubing. (Photo by Terry Parkhurst)

In today’s America, it’s in the netherworld between motorcycles and automobiles. The NHSTA (National Highway Safety and Traffic Administration) classifies it officially as a car, so a helmet is not required. Early reviews – one delivered on-line by Jay Leno – have pronounced it stable enough that only racing would probably require one.

  The engine powering the Morgan is a two-liter V-twin from Wisconsin-based S&S engines. It has a 56 degree V between the cylinders, double-overhead camshafts and four valve cylinder heads. It produces 80 horsepower and an estimated (according to S&S) 103 lb./ft. of torque at 3,250 rpm. (Photo by Terry Parkhurst)

The 2013 Morgan 3-Wheeler started out as a concept of industrial designer Peter Larsen, owner of Liberty Motors in Seattle. It was based on the original Morgan three-wheeler. Charles Morgan, grandson of Morgan founder, HFS Morgan, found out about Larsen’s concept in 2010, and saw its potential. He then had an English engineer tweak it a bit, for example the front suspension. Now, Liberty Motors is now one of several American distributors.

Those interested in racing could also find an exhibit of the Washington Motorcycle Road Racing Association. Another was staged by the Mazda-Laguna Seca Raceway of the Monterey peninsula in California.  

The 2006 Honda 125 RSR motorcycle of Tim O'Mahoney, President of the Washington Motorcycle Road-Racing Association. It was the last generation of the 125 RSR before Honda ceased production, he said. It also has some aftermarket modifications including: aftermarket wheels, a widebody fairing and Olin shock-absorbers. (Photo by Terry Parkhurst)

Additionally, this winter’s shows will feature a special display of racing motorcycles under the moniker of the “Moto GP Experience.” Those motorcycles include: Ben Spies’ #11 Yamaha of 1,000 cubic centimeters; Nicky Hayden’s #69 Ducati Corse of 1,000 cubic centimeters; Aaron Yates #20 GP Tech Suzuki of 1,000 cubic centimeters; Colin Edwards’ #5 NGU Forward BMW of 1,000 cubic centimeters; Stephan Brad’s #6 LCR Honda of 1,000 cubic centimeters; Julian Simon’s #60 Avintia of 600 cubic centimeters; Sandro Cortesse’s #11 KTM of just 250 cubic centimeters; Danny Webb’s #99 Mahindra of also just 250 cubic centimeters; and Jorge Lorenzo’s #99 Yamaha of 1,000 cubic centimeters.

And as last year, J&P Cycles continues to offer a special display of custom motorcycles as part of the Ultimate Builders Custom Bike Show. -- Terry Parkhurst

 

High performance, high efficiency - hallmarks of Seattle's Auto Show

The Bugatti Veyron at the Seattle Auto Show, courtesy of Barrett-Jackson Auctions. Capable of achieving in excess of 200 mph, it fascinated all ages -  but especially children. The show was staged from November 14th through 18th. (Photo by Terry Parkhurst)

   Most of the children were leading their parents towards the second floor of the Century Link Field Event Center, where the Bugatti Veyron and the two McLaren supercars were parked. But one little boy paused as his father tried to lead him away from a Honda Insight hybrid.

“Is it a ‘green’ car?” he asked his dad, who responded negatively. “Then, it isn’t for me.”

Maybe dad needed to take his son over to where the Fisker Karma was being explained by Andy Meyer, sales manager for the Fisker store in Bellevue, Washington.

Andy Meyer, sales manager for Fisker of Bellevue (Washington), talks about the solar panels on the roof of the Karma. (Photo (c) by Terry Parkhurst)

  The Bellevue store is one of 45 Fisker dealerships across America, said Meyer, who added that about 1,500 examples of the Karma have been sold, mostly to buyers in Europe, China and the Mid-East.

The Karma, while a hybrid is not the typical hybrid, Meyer explained. In response to a journalist’s pointing out that it looks like an Aston-Martin, Meyer mentioned that Henrik Fisker had designed some of the most notable Aston-Martins in recent years; so it was no coincidence. He added that the GM-sourced, turbo-charged two liter internal combustion engine and its companion electric motor, could together take the Karma from a standing start, to 60 miles-per-hour, in just 6.3 seconds.

The Karma is built in Finland, Meyer admitted, by Valmet Automotive, the company that also builds the Boxster for Porsche. There are, however, continued plans by Fisker to build a second car, a sport sedan called the Atlantic, in Delaware. That car was expected to debut in 2013; but since the company lost its funding from the Department of Energy, it remains uncertain when that will occur.

The Karma’s main competition, the Tesla model “S” sedan was notably missing from the show. At the time of this writing, Tesla has announced a future price increase for that model, although reportedly (according to a press release), that won’t be applicable to everyone with an existing reservation. Fisker could conceivably benefit from that. Call them “pre-conquest sales.”

Perhaps the best example of how a major auto manufacturer is re-engineering its product to be more efficient was over at the Toyota stand in the guise of the 2013 Avalon.

Tye Cannon, regional manager for Toyota's northwest region, explains the new technology underneath the skin of the 2013 Toyota Avalon. (Photo (c) by Terry Parkhurst)

  While the standard 268 horsepower, 3.5 liter V-6 engine and six-speed automatic transmission are unchanged from the previous edition, a new hybrid uses the same the 154 horsepower, 2.5 liter four-cylinder engine; coupled with an electronic motor (for 200, net horsepower, in tandem) and a CVT (continuously variable transmission) as the Camry. Burdened by less weight than its predecessor, the result is 40 miles-per-gallon. (Curb weight of the new Avalon hybrid is 3,585 pounds; the curb weight of the V6 engine equipped edition is 3,481 pounds.)

Dodge displayed what Chrysler spokesman Scott Brown called “the high point of our marriage with FIAT” in the 2013 Dodge Dart. The bodywork, which came from Dodge design studios, rides on a lengthened and widened version of the Alfa-Romeo Guilietta platform.

Scott Brown, spokesman for the Chrysler Corporation, explains the workings of the 2013 Dodge Dart to members of the Northwest Automotive Press Association. (Photo (c) by Terry Parkhurst)

  The Dart name was used on a mid-size Chrysler offering, from 1960 through 1976. But the newest incarnation won’t be powered by the venerable, dependable Slant-Six that made the original Dart a legend in its own right. The standard engine is a double-overhead camshaft, two-liter four cylinder engine that puts out 160 horsepower at 6,400 rpm. Then, there is a special edition called the Dart R/T – which originally stood for “road and track,” when used on Chrysler’s 1960s and early ‘70s muscle-cars – whose engine is called the “Tiger-shark.” It’s configured as a SOHC (single-overhead camshaft) engine puts out 184 horsepower at 6,250 rpm; in part, thanks to FIAT’s Multi-Air technology, designed to allow for more complete combustion of fuel.

Given that the EPA rating for the Dodge Dart R/T or “Rallye,” is 27 mpg in the city and 39 mpg, on the highway, it shows how carefully auto makers are balancing performance with efficiency. It might even convince that little boy who was such a hard sell, after seeing a Honda Civic. -- Terry Parkhurst

 

 

LeMay Open House celebrates 35 years of auto enthusiasm on display

 

A 1971 Dodge Challenger IPC convertible (Indy Pace Car edition, one of several made that year), on display of the grounds of the Marymount Event Center, on the day of the Open House for the facility and the LeMay family's collection. (Photo (c) by Terry Parkhurst)

   This was the 35^th year that the family of the late car collector Harold LeMay allowed a variety of car clubs to participate in the open house at the Marymount Event Center in Spanaway, Washington, held on the last Saturday in August. The Car Club Corral Car was on the west lawn at Marymount and hosted about 250 cars, and some trucks, on its 50,000 square feet. Those included some private individuals; however, about 150 spaces were allocated for car clubs, this year.

While this display of automotive history was held in close proximity to an auction, the various enthusiasts on hand were less focused on what someone might consider their cars worth in any financial sense, and more involved with the value that comes from making an emotional connection.

Jack Geiger with his 1970 Plymouth ‘cuda hardtop coupe was a prime example. He’d driven it down from Port Orchard, Washington. He recalled installing a Shafer street-worthy clutch and seen the roller coaster market for cars such as his; but rather than sell, he’s kept the car and figures on passing it along to his son, Jacob, who he referred to as the “head mechanic.”

Jack Geiger and his son, Jacob, with the family's 1970 Plymouth 'cuda. Powered by a 340 cubic-inch V8, equipped with a four-barrel carburetor and backed up by a four-speed manual transmission, its Shafer street clutch is still good, after having been installed in 1984 and "been through countless burn-outs," according to Jack. (photo (c) by Terry Parkhurst)

Andy Anderson of Eatonville, Washington and his pal, John McGinnis of Puyallup, Washington sat, under shade trees, by their cars: a 1957 Pontiac Chiefton and a 1957 Pontiac Laurentian, espectively. Anderson and his wife, Sandy, had owned their car for 12 years, he said. The Laurentian of McGinnis was a special breed of Pontiac: made in Canada.

The 1957 Pontiac Chiefton of the Andersons (foreground) shows the similarity and differences between the Canadian-built 1957 Pontiac Laurentian of John McGinnis. (photo (c) by Terry Parkhurst)

“It was originally a six-cylinder car,” he explained. “Pontiacs made in Canada were based on a Chevrolet frame; so the front fenders were shorter than the Chiefton. They were also about 30 percent cheaper (less expensive).”

While you wouldn’t know it to look at it, McGinnis had modified his Pontiac with a more modern 350 cubic-inch V8, a four-speed manual transmission and a Chevrolet rear-end with higher gearing for better freeway driving.

Not far away was the 1960 Nash Metropolitan of Mike and Bobbi Jerrigan. They’d travelled in the American Motors micro-car, pulling a neat-looking, aluminum bodied, custom trailer.

Measuring out to about the same length as the Nash Metro which brought it to the open house at the Marymount Event Center, is a trailer that was believed to be custom-built. (photo (c) by Terry Parkhurst)

In the middle of the lawn, Cascade Kombis had some wild-looking customs setting on air-cooled Volkswagen platforms. The car that perhaps Volkswagen might have made, a Beetle made into a woody wagon, was setting right next to a rat-rod; both were owned by Tom Duttney, who while not a member of the Kombis (whose focus is Volkswagen microbuses and transporter buses), found common ground.

Here's a Beetle that Volkswagen never made, but perhaps should have, on the lawn of the Marymount Event Center, as part of a display of Volkswagens by Cascade Kombis. (photo (c) by Terry Parkhurst)

The rat rod looked like a chopped top Model “A” Ford, but was setting on a Volkswagen platform that would’ve looked at home, underneath a dune buggy:

They were the type of oddball machines, that would’ve made Harold LeMay, a man known for his egalitarian and eclectic taste in vehicles, smile. – story and photos © Terry Parkhurst    -- to learn more about the Marymount Event Center and the vehicle collection there, look at: www.lemaymarymount.org

Greenwood hits 20: what a regular guy car show can teach a concours.

 

 Children and adults were both pleased to look over Gary Tischer's 1964 Pontiac GTO, complete with tri-power carburetion and a 389 cubic-inch V8, backed up by a four-speed manual transmission. Tischer brought it up from Renton, Washington for the Greenwood Car Show in Seattle. (Photo by Terry Parkhurst, subject to copyright)

  This year saw the 10th staging of the Kirkland Concours d’Elegance. It was held down in Tacoma, Washington, about 40 miles south of Kirkland, on September ninth. If you don’t understand how that works I can’t tell you, but having grown up in Tacoma, I know one thing: Tacoma is very different from Kirkland. Tacoma used to be primarily known for a smelter plant whose smell permeated the city all the way to the freeway. Kirkland, on the other hand, has been called the “Rodeo Drive of the North.”

The LeMay auto museum, which bills itself as “America’s Car Museum,” has been a sponsor from the get-go of the Kirkland concours; so this year the people who run the museum, decided it wouldn’t matter if the concours wasn’t staged in the city of Kirkland. They felt they owned the concept. Nonetheless, the location name of the concours remains the same.

Compare that to the Greenwood district in Seattle, which held its 20^th anniversary show this past June, right where it started – in Greenwood – on the same day: last Saturday of the month. Consistency has value, even with car shows. Call that lesson number one.

It’s a low key affair. You wouldn’t see anyone cleaning their exhaust pipes with a toothbrush at Greenwood. The show is staged along Greenwood Avenue North, for a distance of mile-and-a-half. This year, the owners of about 650 cars and trucks participated and an estimated 50,000 spectators ambled through. Looking was free, but entering a vehicle was not. People drive their cars there, even when that car is a 1913 Cadillac.

Harold Musolf, standing with his 1913 Cadillac, listens to questions from interested spectators. (Photo by Terry Parkhurst, subject to copyright)

Harold Musolf, a machinist who makes restoration parts for REO autos – what Ransom Eli Olds started his legacy with in the auto business –  drove one of two 1913 Cadillacs he owns, to Greenwood from the nearby Ballard neighborhood.

Musolf also has a 1906 Losier, an auto of which he said, “You have to make everything for that.” The Cadillac, on the other hand, “is what I’d call a popular car; we put 1,000 miles a year on it.”

Part of those miles is due from trips to downtown Seattle, to pick up his wife, Gayle; after she gets off work.  Musolf’s grandfather bought the Cadillac on display from a wrecking yard, up in Bellingham, Washington, back in 1957; then, in 1997, Musolf obtained it from his granddad, which had never restored it. The engine still has its original Babbitt bearings, he said. He changed the pistons out from 8 pound aluminum to 31 pound steel molybdenum; made the pistons from those in a Ford 460 cubic-inch engine. The Caddy’s engine measures 367.7 cubic inches and produces 48.8 horsepower.

The engine in Harold Musolf's 1913 Cadillac produces 48.8 horsepower with 365.7 cubic inches. (Photo by Terry Parkhurst, subject to copyright)

Not far from the antique Cadillac, was a car that might not make it into a concours, but brought back a lot of memories for those who remember the SCCA (Sports Car Club of America) sport sedan and coupe wars of the late ‘60s and early ‘70s: a 1968 Opel Cadet Rallye (sic) coupe. Troy Moore had brought it down by Lynnwood, Washington. He said, “I’ve owned it two-and-a-half years. It sold (to me) in Wenatchee, and I bought it off of Craig’s List.  The only rust left is on the bottom of the left side’s rocker panel and inside the right wheel-well.”

Resplendent in orange with black accents, and shod with aftermarket chrome wheels, you’d be hard-pressed to notice anything out of whack, if it hadn’t been pointed out to you. Recarro seats and a four-speed manual transmission added to its allure.

Troy Moore's 1968 Opel Kadett Rallye, model 92, showed its heritage via license plate. (Photo by Terry Parkhurst, subject to copyright)

What’s really been the drawing card for the Greenwood show, the past few years is the diversity of vehicles. Last year’s show held some vintage Datsun trucks and this year’s show held those and one more, a bright green 1964 Datsun L320; powered with a 1200 cubic-centimeter in-line four cylinder engine, putting out 60 horsepower. Something it shared with antique cars: it could be started by hand cranking, if need be.

Battery power low? No worries with this 1964 Datsun pickup. It has the capability to be hand-cranked. (Photo by Terry Parkhurst, subject to copyright)

Jerry Barkley, owner of Crown Hill Automotive, showed his own car, a well-restored 1937 Ford. Barkley became active in the show, in 2009, after two successive years that had different public relations professionals running the show.

The pristine 1937 Ford model 78 Deluxe two-door sedan of Greenwood Show director Jerry Barkley. (Photo by Terry Parkhurst, subject to copyright)

After 2008, the Greenwood Chamber of Commerce bailed out, when monies disappeared to places no one knew. That led to the formation of the Greenwood Knights Car Club, of which Barkley became a member. The show became a fund-raiser for local charities; and last year, the show raised $13,000 for the local food bank and others. While spectators can roam the show for free, there's a fee to enter a vehicle and business sponsorship.

The concours in Tacoma is also a fund raiser, mainly for Children’s Hospital in Seattle. It’s raised about $1.5 million dollars since its inception in Kirkland, back in 2003. While the concours has business sponsors - a bank was the main sponsor this year - adult spectators had to pay $25 to view the vehicles up close; that fee included admission to the LeMay - ACM this year. (Teenagers paid less and children under seven could see it all for free.)

Unfortunately, an invitation to attend the concours came my way, too late. So I can’t say with any authority how well things went, with the change in venue. It should help the concours, to be on the grounds next to one of the world’s largest auto museums. But it still seems that a name change would be a good idea, to indicate a new location. After all, if the Greenwood Car Show moved out of Seattle, would they still call it the Greenwood Car Show? -- Terry Parkhurst

It's about more than speculation at auctions - especially regional ones

Rose Backs acts as a spotter for her husband, Matt, as he works to sell a 1922 Hudson limousine in Portland, Oregon for Silver Collector Car Auctions. (Photo by Terry Parkhurst)

 

If you're the type of automobile enthusiast who wants to simply buy a collectible automobile to drive, rather than attend an "automotive event" or flip a car in six months to make a grand or so, the market for affordable collectors cars has returned; or so it seems. There are more auctions with cars below the $35,000 thresh-hold, such as a recent auction conducted by Silver Auctions at the Portland Exposition Center in Portland, Oregon.

Of the 190 vehicles, that included several motorcycles, 123 sold. If you wanted to buy a 1920s limousine, or any of several General Motors mid-size muscle cars or even a 1950s British sedan with an updated Nissan drivetrain, you could do so for well under $25,000, in most cases. Call it an auction of irregular autos for regular guys.

Consider the 1941 Chevrolet Special Deluxe four door sedan that sold for a bid of $12,250.

This Chevrolet was one of a million sold in the model year, 1941. In fact, the 1941 model year is sometimes referred to as the "year Chevrolet got everything right." Powered by a smooth-running, overhead valve six cylinder engine displacing 216.5 cubic inches that produced 90 horsepower, it rivaled the Fords of its time. The exterior design was pleasing to the eye and is likely another reason that the Special Deluxe, introduced half-way through the model year, sold 84,000 units; despite the abbreviated production run due to the start of the Second World War.

If someone wanted an interesting vintage British automobile, albeit with some modifications to make it easier to use as a daily driver, there was a 1950 Hillman Minx sedan retrofitted with an engine and transmission from a Datsun series 1600 convertible sports car.

Hillman automobiles don't show up at auctions in the United States very often; so a lot of people in the audience weren't quite certain what it was. Nonetheless, they came up and looked at it. The purists seemed a bit put off by the drivetrain, which wasn't original. Bidding stopped at $4,900 on the docket; however, a short time later, a winning offer of $5,100 was tendered and the deal was done.

Towards the end of the second day's auction activity, a turquoise 1969 Dodge Polara 500 two-door convertible came onto the docket. Completely original and unrestored, it had been parked in the garage of the original owner from sometime in 1979 until 2009. A flyer showed the original owner, Arch McKeever and his wife, June, with the car, earlier this year. (Mr. McKeever is 94.)

The Polara was equipped with a 330 horsepower, 383 cubic-inch V8 engine, a posi-traction rear end with gearing that had a 3:23 final ratio and a heavy-duty suspension package. It also was one of just 573 Polara 500 convertibles reportedly ever built. That all helped it to garner a best bid of $13,500; however, the current owner, who'd driven it down from Seattle - a journey of about 165 miles - refused to drop the $18,500 reserve. -- Terry Parkhurst

Recommended website: to see an in-depth auction report on this particular auction, consider Collector Car Market Review magazine, available in print or in digital format at http://www.collectorcarmarket.com/