The Mustang Chronicles: Carburetion

 For decades, carburetors were the primary devices for mixing fuel and air at a ratio to maximize combustion in gasoline powered engines.  These devices are simple in theory - they used the flow of air to regulate the metering of fuel, creating an ignitable vapor to generate power.  Over time, they became more complex to provide increased power and meet ever increasing emissions regulations.  With those changes, they gained a reputation of being clunky, inefficient, and unreliable.  This reputation is undeserved in most cases.  Carburetors have been used on everything from lawnmowers to large aircraft and are still used for many applications today. 

(Carter YFA one barrel carburetor)

The 1965 to 1967 six cylinder Mustangs originally came with the Autolite 1100 carburetor, as did most Fords with the Thriftpower six.  The Autolite 1100 is a one barrel carburetor developed by Ford as a replacement for the Holley 1904 and 1940.  It included an automatic, hot air choke and a spark control valve to manage ignition timing.  A common upgrade for these engines is to swap out the one barrel carburetors with two barrel units, and replace the Load-O-Matic distributor with a Duraspark or DUI/HEI.  This conversion can be done using an adapter for the Thriftpower's Log Head intake manifold, or by modifying the intake to accept a two barrel carburetor.  

Switching to a two barrel carburetor provides more horsepower by increasing the volume of fuel/air, which is measured in cubic feet per minute (CFM).  Increased CFM volume equates to more power through larger displacement, either due to the size of the engine, or by increasing the engine's speed, measured in revolutions per minute (RPM).  

But there is more to the math than just increasing CFM volume.  You also have to consider volumetric efficiency (VE), which is defined as the ratio of the mass density of the air-fuel mixture drawn into the cylinder at atmospheric pressure, to the mass density of the same volume of air in the intake manifold.  Or in plain English, you can't shove more gas into an engine than it can expel as exhaust.  That's why bolting a Holley 750 Double Pumper on the Thriftpower six is the automotive equivalent of the Milk Gallon Challenge.  

I'm more worried about drivability than power.  I want better street performance from a torquey engine with good throttle response.  The engine is basically stock, with the original camshaft, pistons, crankshaft, and exhaust, so I'm not going to get much benefit from a two barrel carburetor conversion.  

A better choice is to replace the Autolite 1100 with another one barrel carburetor and upgrade to the Duraspark or DUI/HEI distributor.  Ironically, many people swap out the Autolite 1100 for a Holley 1904, 1940 or "universal" one barrel carburetor.  Or, you can go with a Carter YF or YFA, like I did.  

I went with the Carter YFA for reliability and compatibility with my stock setup.  The YFA was used on a variety of Ford cars and trucks from the 1970s into the 1980s and bolts on with no modifications to the fuel line or throttle linkage.  It also provides the improvements in performance I'm looking for.  At some point in the future, I'll probably do a complete tear down on my engine, upgrade the camshaft, exhaust, and go to a two barrel carburetor.  But for now, I'm more interested in driving my Mustang than rebuilding it.          

A Time to Sell

I'm selling my daily driver...

In the past year I've driven my Ford Fusion about 3,000 miles.  Since the start of the pandemic, it's been driven less than 5,000 miles - More than half of those miles were put on by my daughter, before she got her own car.  Now I've reached the conclusion it's time to sell.  

I still like the Fusion, which I bought new in 2013.  Over 78k miles, it's been almost flawless as a daily driver, requiring regular maintenance and one minor repair to replace a fuel pressure sensor.  It's averaged about 26 MPG - lower than the EPA combined estimated, but not far off the mark.  Manufactures have been gaming the EPA test for years with smaller displacement turbo charged engines, and Ford is no different.  The 1.6 turbo 4 cylinder makes 188 horsepower and about an equal amount of torque.  It's a good engine, but buzzy and lazy when paired with the 6 speed automatic.  

My other complaints are minor.  The electric steering is numb, lacking any road feel, and it's light, like using a Logitech racing wheel.  I also don't like the 18 inch wheels with low profile, 45 series tires - they aren't well suited for pothole and metal plate strewn Midwestern roads.  

Complaints aside, it's the best car I've ever owned for transportation.  It has the best ride - a good mix of comfort for long stretches of interstate highways coupled with enough backroad competence to justify taking the Blue Highways.  And the way the car looks...

Ford obviously cribbed off Aston Martin before they sold it off, and they got away with it.  It's hard to overstate the reaction people had to the second gen Fusion.  It caused a stir like the girl in the red dress in the "distracted boyfriend" meme.  It still looks good today, to my eyes, much better than the bland restyling in 2017. 

I never regretted buying the car, and if I still needed a daily driver, something to commute 30+ miles a day, I'd keep it.  But my commute is now a short walk from my bedroom to my desk.  My occasional Starbuck's detour has become a trip to the coffee maker.  And the Fusion spends its days parked under a tree, sprinkled with tree sap and bird shit.  A layer of dirt formed under the rear spoiler, and the other day I found acorns in the air box, left by mice or even a squirrel.  I just finished the engine work on my Mustang, and with access to several other cars, the music has stopped and the Fusion is without a chair.      

One of the many weird things to come out of the pandemic is the sudden jump in used car prices.  A global computer chip shortage and supply chain issues have left auto manufacturers with a shortage of new cars, at a time when demand for cars has spiked.  I've gotten countless emails and junk mail from dealers offering top dollar for my car.  This week I made the mistake of looking up the value and was shocked at how high it was.  Yesterday I dropped by the dealer, and the used car manager offered more than the book value.  

Tonight I'm going back to the dealer with my payoff note and the extra set of keys.  I expect to walk out with a nice check and fond memories.  

Log Head Arithmetic

 The Ford 144/170/200 inline 6 is a simple, durable engine that is easy to work on.  It is a "cam in block" design, meaning the camshaft is inside the engine block, and the valves are actuated by pushrods.  From 1960 until 1983, it was the workhorse used in the majority of Ford's small and intermediate cars.  

The one shortcoming of the engine is the cylinder head - the intake manifold and cylinder head were cast as one piece for simplicity and to save on production costs.  Known as the Log Head, because the intake manifold looks like a small log with branches feeding the cylinders, it is a restrictive design and provides an uneven flow of the fuel/air mixture.  Early engines, made from 1960 to 1967, had the small log head.  Beginning in 1968, Ford changed the design of the cylinder head and increased the intake volume, which provided slightly better performance.  These engines were produced up until 1983, in cars like the Maverick/Comet, Granada/Monarch, Fairmont/Futura, and Mustang, and are referred to as large log heads.        

(The small log head from my 1965 Ford Mustang - the log is behind the valvetrain with pushrods)

The best way to increase performance on a pre-1968 six cylinder is to swap out the small log head for a large one.  From there, you can add a dual outlet exhaust header, Duraspark or DUI/HEI distributor, and a bigger carburetor.  You can also buy a 2 barrel carburetor adaptor or modify the intake manifold to accept a larger carburetor.  

(Large log head on the same engine - this head was cast in 1973)

Swapping out the cylinder head is straightforward, but not something to take on if you're a novice mechanic.  The Ford Six Performance Handbook provides detailed instructions on the steps involved, expert tips, and things to watch out for.  In addition to the advice in the book, here are some additional things to I learned:  

• Cylinder heads are all interchangeable for all years and displacements, but you will want to factor in combustion chamber sizes and compression ratios so you don't end up with too much or too little compression.    
• The cylinder head itself weighs about 65 pounds.  You will need help lifting the old one and installing the new one.  
• Ford changed the sensor for the temperature gauge in late 1965, so you will need a new temperature gauge if your original cylinder head dates before August of that year.  
• The carburetor spacer for the small log does not fit the large log - the bolt holes are about 1/2 inch further apart.  Additionally, the bore for the intake is about a 1/4 inch larger in diameter. This difference, in addition to the wrong carburetor gasket, will cause vacuum issues, leading to stumbling and hesitation.  
• If you go with a different carburetor, you may have to modify the linkage for the accelerator pedal.  The only carburetors I know that don't require this modification are the Carter YFA, Holley 1904/1940 and the Daytona or Universal carburetor. This modification is not difficult but you will need to purchase the V8 accelerator pedal and linkage.
• If you use a Duraspark or DUI/HEI distributor, you will need a larger gap for your spark plugs - from 32-35 to .45 or more.    

Done right, these modifications can increase power by 30% while costing less than $1,200.  The result is usable, every day performance that approaches the base V8 models of that era, making the car more lively and enjoyable while still maintaining a vintage feel.    

Mustang Chronicles: Gathering Parts

My simple job to replace a thermostat on my 1965 Mustang turned into this: 

(Ford 200 I6 engine block with new gasket before cylinder head install)

I broke a bolt off in the original cylinder head housing and had to drill it out.  My amateurish attempts to rethread the hole with an old tap and die set proved fruitless, leaving me stuck somewhere between my propensity to optimistically dive headlong into a project, and the limits of my skills.  So it seemed like a good idea to double down on optimism and take the opportunity to do some engine upgrades.   

The biggest shortcoming of the early six-cylinder Mustangs is the design of the intake manifold, which is cast as part of the cylinder head.  Ford decided they could save real money that way, but it results in an engine that breathes like a hamster with emphysema.  In 1968 Ford enlarged and improved the intake manifold and added larger valves in 1977.  The intake manifold looks a bit like a log, so pre-1968 heads are known as "small logs" and the 1968 and newer ones are "large logs".  Production of the engine spanned from 1960 to 1983 and it was used in just about all of Fords smaller/economy vehicles. 

(Remanufactured "large log" cylinder head from a 1973 Maverick)

The Ford 144/170/200 inline 6 will never be in the same league as the Toyota 2JZ or BMW N54 for performance tuning.  In various guises it makes between 90-120 gross horsepower.  But it's a stout engine, and it's possible to increase power output by 30-50% fairly easily and cheaply.  

In my case, it was cheaper to buy a large log cylinder head than have my old one rebuilt.  From there, I decided to also upgrade the carburetor and distributor with the goal of making 20-30 more horsepower.  Here are the details for my build:

• Remanufactured 69-79 Ford 3.3L 200ci L6 w/ 1 3/4" Carb Throat C9/D3/D5/D7 Cylinder Head from Allied Motor Parts. This head came from a 1973 Ford Maverick, but has the larger intake valves.  All Allied does is cylinder heads and they ship nationwide.    

• New Carter YFA 1 barrel carburetor from Mike's Carburetor Parts.  Mike's specializes in carburetors and has a lot of great technical and troubleshooting articles.  They do quality work and are made in the USA.  There are lots of options for carburetor upgrades on the Ford inline sixes, including two barrels using an adapter or modified cylinder head.  This article on Classic Inlines provides a wealth of options and information.  I chose the Carter YFA for the following reasons:

• I wanted something that would work with a "stock" engine, provide good low end torque and drivability on the street, and be reliable and easy to maintain.    

• I am not ready to modify the intake for a two barrel, or do a performance build on my engine.  I also didn't think a two barrel adaptor would provide better performance than the Carter 1 barrel, and I'd lose some of the drivability. 

• The Carter YFA was the standard carburetor for 1969 and 1970 inline 6 engines and a good match for the larger log head.  It was also standard on Ford's 240 and 300 cubic inch truck engines until Ford switched to fuel injection in the 1980s.     

• New Performance HEI Distributor - Besides the large log head, the biggest performance upgrade is to replace the Load-o-Matic distributor with a Duraspark or DUI distributor.  This HEI distributor got good reviews and was 1/2 to 1/3 the cost of either the Duraspark or DUI.  NOTE: You will need to replace the Load-o-Matic distributor if you swap out the Autolite 1100 carburetor because the LoM does not have a mechanical advance.  This article on Load-o-Matics from Classic Inlines will tell you everything you ever wanted to know.  .     

• New ARP Cylinder Head Studs from Vintage Inlines - these are overkill, and are 10 times stronger than the stock head bolts.  But after breaking bolts on several other parts of the engine, I felt the cost was good insurance, especially if I decide to tear down the engine again someday. 

I also bought the Ford Inline Six Performance Handbook.  This book is required reading if you want to rebuild and modify Ford inline six engines.  There is also a wealth of great information and knowledgeable people on the FordSix community website, who also maintain the links to the Classic Inlines tech info pages.  Finally, if you plan to work on one of these engines, please patronize Vintage Inlines, who are the go-to source for all things Ford inline 6.

Over the next few weeks, I plan to write about installing the cylinder head, setting up the carburetor and distributor, and any other tasks needed to get my Mustang back on the road.  

Mustang Chronicles: The Slippery Slope of Car Repair

 

What started as a 15 minute repair has turned into a downward spiral.  The Mustang started overheating, so I went to my local auto parts store and bought a new thermostat, temperature sensor, and coolant flush kit for about $30.  I about had it all back together, but snapped one of the new bolts, as I was tightening it with a torque wrench.  The bolt broke almost flush with the cylinder head, making it impossible to remove with vice grips.  

Broken bolts are a fact of life when working on an old car, and the early Mustangs seem especially prone to breaking bolts on the thermostat housing and exhaust manifold.  I ended up removing the radiator and drilling out the broken bolt, thinking I could clean out the threads in the cylinder head with a tap and die set.  

Unfortunately, I could not clean out the threads, or may have stripped them.  In any case, I knew I had more broken bolts ahead of me, because I was planning on replacing the cracked exhaust manifold, which also bolts on to the cylinder head.  My plan was now to removed the exhaust manifold and then send the cylinder head out to be reconditioned.  

That put me on the slippery slope of car repair, the one where you start with the intentions of doing a small repair job, only to slide down into the abyss of a full on rebuild.  I found a good engine shop, which quoted me about $400 to redo the cylinder head.  This would mean the Mustang would have the top half of the engine rebuilt, while leaving the pistons, bearings, camshaft, and crank untouched and original to a 56 year old car.  Should I do a full engine rebuild while I'm at it?  Do I leave the engine stock, or make some modifications to improve performance?  In addition to the engine itself, should I upgrade the carburetor and ignition?  How far do I want to go?  

Sometimes deciding what to do can be harder than actually doing it.  

 

Yeah, It’s Got a Six

“Hey, is that a ‘65 Mustang?  What-cha got under the hood?”

Those are the most common questions I get when I’m out in my Mustang. Most people don’t care when I tell them the car has a six cylinder engine, but a good number of people seem disappointed.  

Known as the Thriftpower or Falcon 6, the engine displaces 200 cubic inches (or 3.3 liters) and produces 120 horsepower and 200 lb. feet of torque. It offers acceptable performance with good drivability - so much so that the engine was used into the 1980s and powered in a variety of Fox body vehicles, including the early 3rd generation Mustang.

For people looking for more power there are a number of options including swapping out the one barrel Autolite 1100 carburetor for any variety of two barrel options or fuel injection.  Additionally, there are a range of exhaust headers, electronic ignition, cams and cylinder head modifications. Choices range from mild improvements for daily driveability, all the way to wild options like an Offy tri-carb setup and turbocharging.  

Early on, the six cylinder Mustang got an undeserved reputation as a “secretary’s” car.  But a Mustang with a six cylinder and manual transmission compares very favorably to many European cars of the same era.  Look at the performance specs for the Austin Healy 3000, Porsche 356C, or similar 2 + 2 coupes - the Mustang is either within striking distance, or puts up better numbers.

Best of all, a first generation, six cylinder Mustang has balance.  It is a throwback that provides equal doses of fun and practicality.  You can drive it daily and it is rewarding to drive across town on errands or cross country. You can work on it with a basic set of tools and a general understanding of auto mechanics. It can be your weekend car, or your only car.  It is approachable, doesn’t ask for much, but in return gives a purely analog driving experience.  

There are faster cars.  There are better cars, with more of everything.  But there are few cars that convey the joy of unbridled youth, of turning 16 and getting your license, and hitting the road on a spring day, with the windows down and the radio on.     

The 1964 Ford Thunderbird Fading in the Driveway

The way some people are with antiques and stray animals, I am with cars.  It bugs me to see an old car sitting parked in a driveway, untouched or driven.  Not because I mind the sight of derelict cars.  I mind when perfectly good cars aren't driven or stored away protected from the elements.

Such is the case of this 1964 Ford Thunderbird parked near my house.

This T-Bird has been sitting in the same spot for a better part of a year  It's got a wood block under the rear wheels and tape on the window from what looks like a for sale sign that was peeled off some time ago.  Weeds have sprouted under the passenger side wheels and a mix of dust, grime, and pollen covers the faded red paint.

From a distance, the car looks to be in good shape.  There appears to be little or no rust, the suspension doesn't sag, and the interior is faded but usable.  I can't speak to the motor or transmission, but if it has the big 390 V8, it's probably a new set of spark-plugs and fresh gas away from running.

The question is, who will get it running?  Or will its slow demise continue until it eventually becomes too far gone, its owner surrendering whatever dream led it to that driveway, to a tow truck driver for a final ride to the junkyard?

Engine Transplants

One of the cool things about hot rodding, is transplanting a better engine in an existing car.  The concept has been around for decades--people have been dropping bigger, more powerful engines in everything with wheels, since at least the end of World War II.  Transplanting a small block Chevy or Ford V8 is the most common thing, but you'll also see people use everything from Oldsmobile Rockets, Chrysler Hemis, and Buick Turbos or Nailheads, to more exotic fare like Jaguars, Ferraris and Lamborghinis.



The most successful example of this concept is the AC/Shelby Cobra.  In the early 1960s, Carroll Shelby took a British roadster, the AC Ace, and dropped a 260 cubic inch Ford V8 into it.  The result was the birth of the legendary Shelby Cobra, which dominated the sports car racing scene.  Today, original Cobras exchange hands for prices ranging from the high six-figures up into millions of dollars.

In the spirit of hot rod engine transplants, here are five cars, I would love to perform surgery on.  I doubt any of these cars would fetch Cobra money, but they would be fun to own.



1. The 1963-65 Buick Riviera.  The first generation Riviera is one of the best designs to come out of Detroit.  Styled by Bill Mitchell, it was his interpretation of what would happen if you crossed a Ferrari with a Rolls Royce.  The original car had either a 401 or 425 cubic inch Buick Nailhead V8, which provided decent power for its time.  But today's minivan has more power and would embarrass the Riviera at the drag strip.  However, if you dropped in a modern GM crate motor and transmission, you could easily rectify the situation.



2. The Jensen Interceptor.  Originally matched with a Mopar 383 or 440 V8 and three speed automatic, I can't help wonder what this car would be like with the modern Hemi and a six speed manual.  Or would a powertrain from a Viper fit?  Either way, an updated Interceptor would give a modern Aston Martin a run for its money, while being much cooler to drive.



3. Ponitac Fiero GT.  GM finally got the Fiero right... and then they cancelled it.  I wonder what it would be like if you dropped in a V6 from a Toyota Camry.  The idea really isn't that far fetched--Toyota and GM collaborated for years on cars like the Toyota Corolla/Geo Prisim and more recently the Toyota Matrix/Pontiac Vibe.  Plus, if the Camry's V6 is good enough for the new Lotus Evora, it should be good for the Fiero.



4. Fiat X1/9.  A mid-engine car and contemporary to the Pontiac Fiero, the X1/9 was largely dismissed as a hair-dresser's car because it was grossly underpowered.  But it looks exotic, which is no suprise since the car was penned by Marcello Gandini, who also designed the Lancia Stratos, Lamborghini Miura, and Lamborghini Countach.  All it really needs is more power--something in the form of a modern Fiat Abarth powertrain, or one of any number of Honda/Acura four cylinder engines.



5. Delorean.  The weak link in any Delorean is its under-powered Renault V6, which is ironic because John Delorean made his name as the father of the original Pontiac GTO.  Today Deloreans are prized for their originality, so it would be a sacrilege to replace the engine.  But that doesn't stop me from dreaming what a small block Chevy V8, or even something as exotic as a Ferrari V8 out of a wrecked F355 would do for the car's performance.              

How to Buy a Car: Part 4 - Doing the Deal

William H. Macy played a sleazy car dealer in "Fargo"

The single biggest challenge of negotiating a car is information.  Without it, you won't know what a fair price is--either for the car you're buying, or the one you're trading in. 

It seems complicated, but buying a car comes down to four things: 

1. The price of the car you're buying

2. The value of your trade in

3. The finance terms you can get

4. Your payment terms

Years ago, when my grandfather bought cars, he didn't have access to the internet or other sources of information about car prices.  Instead just he'd go in and haggle with the salesperson.  This could take all day or several days as he started with an unreasonable offer, picked apart the car he was looking at, and generally annoyed anyone who wanted his business.  It would go on and on until the salesperson or the sales manager practically threw him out of the dealership.  That's when he knew he was close to the dealer's best price.   

Today there are books and internet sites like Kelly Blue Book, NADA,  and Edmund's that provide pricing information for cars.  You can get information on the new car's invoice price, and what the dealer actually paid for the car, as well as any incentives or rebates.  You can also get wholesale and retail values for used cars as well as the car you're trading in.  And there are even calculators to create a custom appraisal for your trade in or the car you're looking at, based on mileage, condition and options. 

Financing is another key piece of information.  Even if you finance with the dealership, which typically works with a number of lenders, you need to know your credit score and what terms you an qualify for.  The difference between a 3% or 6% interest rate can add $20 or more to your payment.

Smartphones are a great equalizer when you get to the dealership because this information is readily available at your fingertips.  Having this information was invaluable for me recently, when I went to a Ford dealer in Raytown several weeks ago. 

I made the trip planning to buy a 2012 Ford Fusion, a gray SEL V6 with leather.  When I got there, the car was in the service department and we had to walk through the new car showroom to get to it.  Sitting on the showroom floor was a brand new 2013 Fusion, SE Sport Package with the Ecoboost engine, in white platinum metallic paint. 

My one criticism of the 2012 was its Plain Jane looks.  Then again nothing in the midsize segment is eye candy, with the exception of the Kia Optima.  But the 2013 model is stunning.  Ford cribbed off Aston Martin and Jaguar and threw in a bit of Audi S7 for good measure.  The result is one of the best looking sedans in recent memory.  The car in the showroom was exactly everything I wanted but didn't think I could afford. 

Doing the math on my phone, I realized I could afford it, if I cut some other things out of my budget like running to Starbucks or eating out at lunch 2-3 times a week.  Given the choice between driving leftovers or eating leftovers, I decided I could live off Hot Pockets or yesterday's dinner. 

The negotiation process was short.  The dealer had advertised their best price on the car and a quick check on my phone to Edmund's and Cars.com confirmed the car was priced a few hundred dollars under dealer invoice, and below what both websites calculated as their target price.  Given the easy access to this kind of information, most dealers are now upfront about their prices.  The days of the car price guessing games are largely over. 

I spent most of my negotiating time on the trade in value of my car.  Dealers want to sell cars at retail prices and buy cars at wholesale prices.  Buyers want to buy cars at wholesale prices and sell their cars at retail prices.  Since I was already under invoice, or the wholesale price for the Fusion, I tried to bump up the price on the Nissan Pathfinder I was trading in, and managed to get a price I thought was acceptable.  Given more time and persistence, I may have been able to get another $100 or so out of my trade in, but I knew the value of the car and knew that overall I was getting a very good deal. 

I agreed to the terms of the deal and sat down to wait on the sales manager to put together the paperwork and my trip to the finance office.  I was halfway done, but still had to get through the finance process, and the myriad of extended warranties, credit protection, and accessory packages offered by the dealer before I could go home.    

The $15,000 Question: Ford Fusion SEL V6

This is the car I was going to buy--a 2012 Ford Fusion SEL V6.  For me, it represented the best blend of value, performance, and practicality for $15,000.  Practically every car publication has given it good reviews and it would be in my driveway today if I hadn't fallen in love with the new body style.

The four cylinder Fusion has adequate power for most situations, but the V6's burble and additional power makes the car somewhat more performance oriented.  It's not the silky smoothness of a BMW inline six or even the Maxima's 3.5 V6, but there's enough sound and fury there to enjoy.  It also handles well enough to be rewarding on curvy back roads, but not enough to seek out those same roads during your daily commute. 

What the Fusion provides is competence in any situation.  It's not a minivan or seven passenger crossover, but it will carry 4-5 people and a decent amount of luggage.  It's not a Jaguar or Lexus, but equipped with leather and the Ford Sync infotainment system, it's interior is a nice place to pass the miles.  It's not a BMW or Audi sports sedan, but provides enough balance between ride and handling to be rewarding to drive.  For 98% of the car buying public, it's an ideal balance between need vs. want. 

If that seems like faint praise, consider two things: 

First, years ago Ford positioned the Granada, a distant ancestor to the Fusion, against Mercedes Benz in their advertising campagin.  It was laughable for the sheer absurd audacity, like comparing Ron Burgundy to Walter Cronkite.  But if Ford position the Fusion today against the Mercedes E-Class, I'm not sure it would be that far off.  The car might be 8/10ths a Mercedes at half the price. 

Secondly, I almost bought one.         

How to Buy a Car: Part 3 - Test Drives

Never, under any circumstances, buy a car you haven't driven!  You need butt time in the seat to determine if you like the way the car drives and if it's comfortable.   

Let me give you an example why the test drive is so important:

Recently I was looking at four cars to replace my Nissan Pathfinder--the Nissan Altima, Chevy Malibu, Nissan Maxima, and Ford Fusion.  I had already done my research and those four cars were in my price range, offered the features I wanted, and had received good reviews from a number of automotive publications. 

The Altima was my top choice, until I drove it.  The steering was vague, and while I didn't mind the CVT transmission, it would drone under full throttle and didn't snap off crisp gear changes, even in the manual shift mode.  It also felt cheap inside, with cheap plastics, and I didn't like the orange font on the stereo or gauge cluster.  But what really bothered me was the noise level and ride quality.  It rode like a ten year old Honda Civic, which is okay… for a ten year old Honda Civic. 

I also drove the Maxima, which despite being built on the same platform as the Altima, was a revelation.  Many automotive journalists have bashed the Maxima for costing as much as an Infiniti without being as good to drive.  They argue that the Altima is a better car for a third the price.  But as a used vehicle, the Maxima is a screaming deal.  It has Nissan's 3.5 liter V6, which is one of the best engines of all time.  It's got immediate power and will go from 50-90 miles an hour faster than you can say, "Scotty, I need warp speed now!" 

But the Maxima also suffers from the same Jack o' Lantern display as the Altima.  And even though the ride was sublime until you gave it the beans, it just didn't feel quite right to me.  I can't explain it, but I just didn't love the car like I wanted to. 

I think part of the reason was because I drove the Chevy Malibu and Ford Fusion.  I know it sounds like I'm comparing cream to creme brulee', but hear me out--both the Malibu and Fusion nail the right balance of ride and handling for the midsize car segment.  They also offer more features and nicer interiors than the Maxima.  Neither car will show its taillights to a BMW 3 Series, but they aren't supposed to.  You won't take a Malibu or Fusion to Laguna Seca.  You also wouldn't take a Maxima to Laguna Seca, although Nissan's marking to position it as the "four door sports car" make you think you should want to. 

The last car I drove was the Ford Fusion with a V6.  It was almost as fun to drive as the Maxima, but it had a nicer interior and more features.  In my everyday slog to work, those things are more important.  A quiet ride, heated seats, Bluetooth connectivity to my phone, are more enjoyable than a snarling exhaust note, track tuned suspension, and whippet handling, when I'm commuting in stop and go traffic. 

If I hadn't driven those four cars, I'd have picked the Altima and never looked back.  Instead, I ended up picking the Fusion.  I liked the looks, and the interior.  It felt like a quality car and checked all my boxes.  I started looking for a used one with leather and a V6.  I found several on the internet within 30 miles of my house, including one in one of my top colors.  And on a cold, damp November Saturday, I headed for a Ford dealer in Raytown to see a man about a Fusion. 

But things didn't go exactly as planned...  

The Ford Probe

This car was supposed to be the 1989 Ford Mustang.  But when word got out that the Mustang would move to a front wheel drive Mazda platform, the public freaked.  The backlash was so severe Ford hastily updated the Mustang and instead launched this car as the Probe.



The second generation car was introduced in 1993 and built on the model's success.  After Ford ditched the 3.0 liter Vulcan V6 for an early version of the 24 valve Duratec V6, performance improved as well.  As a result of these changes, the Probe won a number of accolades from the automotive press, including Motor Trend's Car of the Year.    

I've driven a number of Ford Probes over the years, from the base GL model to the turbo and V6 GT models.  They were all remarkable cars with a good mix of handling, power, and economy.  I'd have taken a Probe over just about any car in that segment, except for maybe the Acura Integra or Mitsubishi Eclipse.

 

Ironically, the launch of the 1994 Mustang was the death knell for the Probe.  Sales dwindled from 120,000 sold in 1993 to just 16,000 by 1997.  Overall, I think it was a good car with a bad name.  Style wise it's held up better than MC Hammer and a lot of other things from the early 1990's, including parachute pants and mullets.      

$15,000 Question: Ford Mustang

Back in junior high, my friends and I used to hang out at the local QuickTrip and play video games.  We'd save our lunch money or pool nickles and dimes and exchange them for quarters just to play Joust or Dragon's Quest.  Occasionally there was enough money left over for a pack of Now & Laters to split before walking home.  Usually there were one of two managers who worked afternoons at QT.  One was middle aged, sporting a wicked comb-over and generally grumpy towards us kids.  The other was in his early 20's, and to our 13 year old way of thinking, really cool.    

Part of what made him cool was he drove a Mustang, a maroon 1983 GT.

Few cars offer the combination of performance, heritage, and value of the Ford Mustang.  Now entering its 50th model year, the Mustang has been everywhere and owned by a larger cross section of people than just about any car in America.  It is an icon, one you can buy in just about any flavor for $15,000.



Mustangs come in many varieties--coupes or convertibles, 4 or 6 cylinder economy specials, V8 powered GTs, or performance versions like the Shelby and Mustang SVT Cobra.  There are even several tuner versions of the Mustang built by Saleen and Rousch, which include everything from body kits to fire breathing engines producing 700 horsepower or more.  Ford also built a Mustang SVO in the 1980's, which offered the same level of performance as the 5.0 V8 from a 2.3 liter turbocharged 4 cylinder engine.  The SVO was only made for 2-3 years, but paved the way for other specially tuned, factory Mustangs.



About the only misstep in the Mustang's history was the 1974-78 Mustang II.  Built on a Pinto chassis, the Mustang II was arguably the right car during the OPEC Oil Crisis and sold in record numbers.  But it's largely overlooked today by Mustang enthusiasts and panned by contemporary automobile publications.




My personal favorite Mustang is the Bullitt, a tribute car to the 1968 Steve McQueen movie of the same name.  To me, there's just something right about the understated car in Dark Highland Green paint with Torq Thrust wheels and a rumbling V8.

$15,000 Question: Pontiac GTO

The premise was simple:  Stuff a performance V8 into a midsize car.  The result became the legendary Pontiac GTO and launched the muscle-car era fifty years ago.  Within a year, hot versions of Oldsmobiles, Chevrolets, Buicks, Fords, Mercurys, and Mopars were rolling off showroom floors and on to drag strips across America. 

Today it's hard to find an original, clean GTO from the golden age of muscle cars for under $20K.  But for $15K, you can buy a badged engineered Holden Monaro from the Land Down Under that's gussied up to look like a modern version of the legendary Pontiac. 

Admittedly, the idea of an Australian built Pontiac GTO seems like pasting a picture of a Clydesdale on a can of Foster's Lager and calling it Budweiser.  If you look close enough, that's exactly what GM did.  The car looks exactly like a Holden Monaro with the grille of a Pontiac Grand Prix.  Inside it has an interior that looks more at home in an Opel, right down to the Blaupunkt stereo. 

But the biggest problem is that the GTO doesn't stand out.  It doesn't have the presence of the old GTO, or even modern cars like the Ford Mustang or Chrysler 300.  From a distance, it's easily confused for a Chevy Cavalier or the Pontiac version of the Cavalier, whatever it's called. 

All that changes, if you actually drive it.  Powered by the LS1 and LS2 V8 engines from the Corvette, the GTO has serious performance credentials, blasting to 60 MPH in under five seconds and through the quarter mile in 13 seconds flat.  Better still, it sounds great and even handles well with its independent suspension.  

  

It's persona is that of Hugh Jackman, playing Wolverine, hiding in a musical about French peasants, based on a Victor Hugo novel.  Somewhat confusing, but for the budget enthusiast, looking for a V8 powered sleeper, it's really hard to beat. 

Mustang Cool

Mustangs are cool. They are one of the most legendary and enduring GT cars of all time. Yes, there were the neutered Mustang IIs of the mid-seventies and there's always been something a little blue collar about them. They don't have the breeding or sophistication of a Jaguar, Ferrari, or James Bond's Aston Martin. And you won't see one parked on the lawn at Pebble Beach next to a Talbot-Lago or some other over-restored rare bird.

But then Mustang owners wouldn't park their cars on the lawn. They'd farm it like a NASCAR driver on the infield at Daytona.

Cool. There's a reason why Memphis Raines' unicorn was a modified 1967 Shelby GT500 named Eleanor. Even James Bond drove one in "Diamonds Are Forever". But to me, the coolest one was the 1968 Highland Park Green example Steve McQueen drove in "Bullitt".

The original Bullitt Mustang was a basic, stripped down street machine with Torq-Thrust wheels. It prowled the streets of San Francisco with a 390 cubic inch V8 soundtrack. There were two cars built for the movie. One was supposedly destroyed during filming and the other is hidden away somewhere by a reclusive owner who makes JD Salinger look like Donald Trump.

In 2001 and again in 2008/2009, Ford produced a limited edition Bullitt Mustang to commemorate the movie. The new Bullitt Mustangs share the stripped down look of the original. They aren't the fastest or the best handling, or even the most collectible version. They don't have the 390 cubic inch engine or the legendary 5.0, but they are by far my favorite.

But no matter what version, the Mustang is cool. It has that It factor. Like a pair of Ray-Bans, jeans or Classic Rock there is an honest, American quality to them. Unlike some of the more expensive and pretentious GT cars, you don't have to put on airs to own one. You just drive it.

The Lincoln in the Lincoln Lawyer

It's funny how the mind of a car nut works. My wife and I saw "The Lincoln Lawyer" recently, which starred Matthew McConaughey. We both liked the movie, which features tight storytelling, authentic characters, and excellent cinematography.

But I loved the old school 1980s Lincoln.

I know, it's a Town Car. God's waiting room riding on four wheels. It's the kind of car you're buried in, and in fact, many of these cars were turned into hearses. As I look at the car with it's angular body, Landau roof, and acres of chrome, I picture it piloted by a septuagenarian sporting plaid pants with white shoes and a Brylcreemed comb-over.

Abe Vigoda, your car is ready...

And yet, as I watched the Lincoln roll through the streets to the sound of Bobby "Blue" Bland, I couldn't help but think it was cool.

Auto Show Musings

I went to the KC Auto Show yesterday. Here are some random thoughts & musings:

Chrysler, Ford and GM have come a long way in a short time. The quality of the look and feel of their new cars is amazing. Chrysler's new interiors are stunning as are Ford's. GM is finally building cars I'm interested in, including the new Chevrolet Cruze and Buick Regal.

When it comes to imports, Hyundai and Kia are lapping the field on Toyota and Honda. The Korean automakers have always provide a good value at a low price. Now they're turning out stunning designs and workmanship. The new Kia Optima looks better than a Jaguar XF--and I never thought I'd say that. And the Hyundai Elantra looks like it came from the future. I sat in a Mercedes C300 and then the Elantra. Both cars are about the same size, and line up nicely on paper, but you can buy two loaded Elantras for the price of one C300. What's more, the Elantra actually had a nicer interior with its mix of materials, design and colors. Even if they were the same price, I'd still pick the Elantra.

My latest obsession is a Mini Countryman. It's the first Mini you can get four normal sized people in without a shoehorn and some butter. At $27-30K, I thought it was price, but it's everything I want in a car. Unique styling, room for four, all wheel drive, good gas mileage, and loads of fun. I'm sure this obsession will pass eventually--people who genuinely obsess about cars are like serial monogamists or high functioning addicts. And if they have means, they will collect cars like Charlie Sheen collects women and grams of coke. But for those of us with limited means, who have to make due with one car in the garage, the Countryman would be hard to beat.

Power!

Jeremy Clarkson, the lead presenter for BBC's "Top Gear" television show, is famous for shouting POWER! His yawp is usually reserved for cars by Mercedes and Lamborghini with massive power. But I think even he would agree that the power made by the latest four and six cylinder engines is astonishing.

When I was a kid, 200 horsepower was a lot. Most V8s of the early 1980s struggled to reach that number. The Corvette put out between 230-250 horsepower. Same with the Porsche 928, which for a time was the fastest car you could buy in the US. Now you have four cylinder engines that make that amount reliably thanks to turbocharging, and multi-valve direct injection. Six cylinder engines producing 300+ horsepower are not uncommon. Cars like the Chevy Camaro, Ford Mustang, and various Hyundais and Nissans put out that level of power and offer the same level of performance as V8s from just a few years ago.

It truly is exciting times for internal combustion. With smaller, more efficient and more powerful engines coming to market each year, I can't wait to see what's next.

Who Killed the Diesel Car?

In 2006, an independent film called “Who Killed the Electric Car?” explored the demise of the electric car industry in the United States. Just over three years later, it appears the electric car has more lives than a cat. Not only is there a thriving cottage industry for electric cars and electric car conversions, but several major car companies plan to roll out electric cars in the next three years as well.

On the other hand, diesel powered cars are being killed. Nissan, Toyota, GM, Ford, and Chrysler have all scaled back their plans to produce diesel versions of several popular cars and trucks, or canceled them outright. Only ze Germans—BMW, Mercedes and Volkswagen plan to expand their diesel lineups in the coming months. Germany, if you recall, perfected diesel technology almost a hundred years ago and had diesel-electric hybrids as early as 1915. They were called u-boats.

Diesel is popular in Europe, and I don’t know why it hasn’t caught on in a truck crazy country like the US. The latest batch of diesels offer good performance and get 30-50% better mileage than their gasoline powered counterparts. Diesel versions of the Ford Fiesta and VW Polo routinely get 60-70 mpg in Europe, which is the kind of mileage makes hyper-milers giddy and turns already green Prius owners black with envy.

There is an urban legend about a man who tried to commit suicide by running his new diesel while sitting in the garage. According to the myth, he woke up after a couple of hours feeling refreshed because the tailpipe emissions from his car were actually cleaner than the outside air. I doubt this story is true, but the latest diesels do even meet California’s tough emissions standards.

In “Who Killed the Electric Car,” the demise of GM’s EV1 electric car program was partly blamed on the ignorance of consumers who were largely unaware such a vehicle existed. I suspect the same is also becoming true of the diesel.

The Best Cars for Snow

My friend Jody, who writes a blog called the AgrOpinion, likes to challenge me with car questions. Recently she asked me what I thought was the best snow car.

In most cases, it would have to be something with all wheel drive or AWD. All wheel drive is different than traditional four wheel drive because all four wheels are always connected to the drivetrain by a fluid-filled center differential. Traditional four wheel drive is a part-time system with a mechanical differential. In two wheel drive mode, only two wheels, typically the rear ones, are connected to the drivetrain. When you encounter slippery conditions, like snow, mud or sand, you can shift into four wheel drive and all four wheels will receive power. The traditional four wheel drive vehicle has more capability for traveling off road, or through deep snow, and are useful for people who live in places called Beaver Camp . But for people who live in suburbia, whose offroad excursions are limited to a snowdrift at the local shopping mall, AWD is the better choice.

Why? The reason is simple--four wheel drive can only be used in slippery conditions. AWD can be driven in any condition and is especially useful for roads that alternate from dry, to wet, to snow packed and back to dry. These conditions describe most of the road conditions in the Midwest this week, even with the record snow and cold temperatures.

There are a number of AWD vehicles on the market. Some are SUVs like the Honda CRV or Ford Flex. Some are normal looking cars made by everyone from Ford and Toyota to premium cars like Audi or Mercedes Benz. There are even high performance sports cars like the Porsche 911 and Lamborghini Gallardo which offer AWD. But my favorite AWD cars are made by a pair of quirky, offbeat car makers called Subaru and Suzuki. It used to be Subarus were only driven by Vermont college professors and Maine housewives who shopped at LL Bean, but anyone who has spent time in a Honda will feel at home in a new Legacy or Outback. Mention Suzuki, and people think "motorcycle" or "that jeep-thingy that flips over" but they make a great small wagon called the SX4, which you can buy new for under $18K.

My personal choice would be the Subaru Legacy GT, with either the 2.5 liter turbocharged engine or the 3.0 V6. It offers AWD with enough performance and creature comfort to make a BMW jealous, and looks that won't make you cringe.