Automatter

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/

 

 

 

Shopping for a vintage motorcycle amidst four-wheelers

A 1934 Harley-Davidson VLD motorcycle shown on the docket at a recent Silver collector car auction in Portland, Oregon. (Photo by Terry Parkhurst)

Interest in vintage motorcycles has grown significantly in the past few years, both as a substitute for a new motorcycle and, in cases of really rare and unique models, for their aesthetics. Motorcycle-specific auctions, such as the one staged by Bonham & Butterfields, at the Quail Lodge in Carmel, California, in May, have become destination points for those interested in exceptional motorcycles; but vintage motorcycles are also showing up at collector car auctions.

A good example of that was an auction staged in Portland, Oregon, on the evening of March 30 and most of the following day, in Portland, Oregon, by auctioneer Mitch Silver. In fact, the auction started off with a 1934 Harley-Davidson VLD; painted a stunning silver and Seafoam Blue, it reflected a turn towards Art Deco design by Harley-Davidson.

The VLD was Harley-Davidson's top of the line twin cylinder engined motorcycle in 1934. It was equipped with low-expansion aluminum alloy pistons, a Y-shaped intake manifold and had 5:1 compression. The engine produced 36 horsepower at 4,500 rpm and the top speed was about 90 mph.

Like most bikes in 1934, the VLD had no rear springing and a 6-volt electrical system. Bumps on the road were softened by Harley’s patented “Ful-Floating” seat spring. Shifting was via a 3-speed hand shift through a rocker foot-clutch that could be locked in place. A rider could bring a properly set up Harley Flathead to a stop, engage the clutch, put down both feet and fold his arms. That latter trait was demonstrated as the motorcycle offered at Silver's auction was ridden onto the stage.

The VLD drew interest from the assembled crowd for the first few minutes and bidding got to $20,000; however, it remained stuck there, against a $25,000 reserve (price the seller had pre-determined must be achieved) and did not sell. The NADA (National Auto Dealers Association) Vintage, Collectible and Retro Motorcycle Appraisal Guide shows $22,680 as the suggested selling price for a vintage motorcycle in excellent condition; that would be a very correct, original motorcycle or one that had been exceptionally well restored. The one at this auction appeared to be that.

Late on the afternoon of the following day, another rare Harley-Davidson was offered: a 1948 model 125, nicknamed "the Hummer" or "American lightweight" in its day. Introduced in late 1947, as a '48, the 125 cubic-centimeter, two-stroke engine produced three horsepower, sent through a three-speed, foot shift transmission.

Auctioneer Mitch Silver takes a bid from the crowd on the 1948 Harley-Davidson model 125 offered at his auction. (Photo by Terry Parkhurst)

The front suspension of the Harley-Davison model 125 used girder forks, suspended by large rubber bands, until 1951. Though 31,793 were made from late 1947 through 1952, it seemed likely that many people had never seen one, until this auction.

Bidding was spirited and Mitch Silver himself worked as ringman on this motorcycle. After about 10 minutes of heated bidding, the little representative of the Harley-Davidson marque sold for a bid of $5,200 (plus 8 percent buyer's fee). That's just about all the money, according to the NADA Vintage, Collectible and Retro Motorcycle Appraisal Guide, which shows $5,330 as the price to be paid for a model 125 in excellent condition; which the one at this auction certainly seemed to be.

For those who just wanted some good basic two-wheeled transportation, two TNG Venice scooters were also offered. On Friday evening, a white 2003 edition sold for a bid of just $1,400; and on late Saturday afternoon, an identical TNG Veince scooter, sold for a bid of $1,100.

As the market for vintage motorcycles remains strong, look for more solid examples such as those seen here, to present themselves where you might least expect; setting amongst the Tri5 Chevrolets and mid-'60s Ford Mustangs. - Terry Parkhurst

Legendary straight-line performance in a Corvette called "Cheaterville"

The 1957 Chevrolet Corvette that rewrote the record books of drag strips, around the country, during the 1970s. It became known as "Cheaterville" because those it raced against couldn't accept its winning ways. (Photo by Terry Parkhurst)

  In November of last year, the venerable Chevrolet small block V8 celebrated six decades of being inserted into 100 million cars and trucks. One of the best examples of what it was capable of doing is inserted in the engine bay of a 1957 Chevrolet Corvette; nicknamed "Cheaterville" by its second owner.

This Corvette came from the factory with a 283 cubic-inch V8, topped by a Rochester fuel injection unit. It was good for 283 horsepower. Backing up the engine was a four-speed manual transmission.

Jack Murray, an Oregon state resident is believed to be the first person to have owned it. He took it out on a variety of road courses in Oregon and did reasonably well. Exact details of that stage of its existence are sketchy and the only documentation is a photo of the car, racing on a road course, with a hole in the front where something was hit.

But it was with its second owner, Mike Malick of Kent, Washington, that it became best known. He bought it from Murray, sometime in 1965. Malick didn't have much interest in road-racing, but instead took the Corvette out to what was then known as Seattle International Raceway, just outside of Kent. He modified the fuel injection unit's interior plenum for better fuel delivery. The outside of the fuel injection unit was modified to make it look stock, according to current owner, Bill Cotter of Seattle.

Additionally, a switch was installed to lock the brakes, for a better launch in the quarter-mile. The results were more than even Malick might have expected. The Corvette ended up at the 1972 NHRA (National Hot Rod Association) Winternationals in February of 1972; and on the sixth of February, it became the first Corvette in its class -- Super Stock -- run the quarter mile in just 11 seconds. As a result, it also won its class, at that same race.

Malick's Corvette acquired a reputation for winning, so much so that his competitors refused to accept that a 283 cubic-inch V8 could do what it did. Indeed, he was challenged so many times for breaking the rules, that he showed his sense of humor by painting the name of "Cheaterville" on the sides of the car; along with having someone put flames on the sides and nose. In its "Cheaterville" make-up, it was the centerfold of Chevy Power magazine in 1974.

Malick ceased to campaign the "Cheaterville" in the 1980s, but held onto it. He'd bring it out for Chevrolet shows, to bring back memories. Finally, around the turn of the century, he retired and took to driving a RV to Arizona in the winter, and sold the Corvette to Bill Cotter of Seattle.

"I'm a road racer myself; but I prepared it for vintage drag racing," said Cotter. "I liked all the room inside of the car. It had a removable hard-top; with a hard top, you don't need a roll-bar."

The interior of the "Cheaterville" Corvette is really spacious, due to the fact that, when raced with its removable hard top, no roll bar needed to be installed. (Photo by Terry Parkhurst)

A cosmetic restoration was done by Byers Custom Restoration of Kent. Cotter had the fuel injection unit on the engine carefully removed. He then installed a four-barrel carburetor and had a special air cleaner made.

The 283 cubic-inch V8 in the "Cheaterville" Corvette is now fitted with a four-barrel carburetor and a custom fabricated air cleaner; however, Bill Cotter the current owner has saved the fuel injection unit that was original equipment. Moreover, the engine block and transmission are "matching numbers" -- original to the car. (Photos by Terry Parkhurst)

Repeated attempts to contact Mike Malick,via two telephone numbers on an old business card, one for the RV's winter home in Arizona, were unsuccessful. But the car he named "Cheaterville" goes on, showing future generations what could be achieved with a small block V8 in a lightweight Corvette. -- Terry Parkhurst

Note: the "Cheaterville" is for sale and those interested can learn more by contacting Jeri Drager, at Drager's Classics in Shoreline, Washington by telephone at (206) 533-9600 or by e-mail: dragers@mac.com

The VIN tag, inside a door jam on the "Cheaterville," matches the numbers on the side of the 283 cubic-inch V8's block. (Photo by Terry Parkhurst)

 

 

 

 

The Importance of Being Swedish

The 1966 SAAB 96 Monte Carlo 850 of Phil Lacefield from North Bend, Washington in front of the XXX Root-Beer drive-in, Issaquah, Washington. Out of 30,000 SAAB 96 series automobiles built in 1966, reportedly only 1,362 were to Monte Carlo specifications. That included larger carburetors and different porting on the engine. That engine was a two-stroke, three cylinder engine of 844 cubic-centimeters; producing 55 horsepower at 5,500 rpm and 68 lbs./feet or torque at 3,800 rpm. This example is one of only four, in running condition, in North America. (Photo by Terry Parkhurst)

Those who revere Swedish automobiles have had a bit of a tough go, the past year. SAAB, whose name is an acronynm that originally meant Svenska Aero Aktiebolaget when it began life as an aircraft manufacturer in 1921, had to suspend automobile production in the Spring. Victor Muller, the company's CEO and chairman worked dilgently to find investors to bring the company back; however on December 19, 2011, after General Motors, which had owned SAAB and remained a principal, blocked Chinese company Zhejiang Youngman Lotus from acquiring SAAB, Mr. Muller was forced to file for bankruptcy. Since then, while some other companies have tried to acquire SAAB, the General has blocked any purchase, for reasons of its own.

What that has done has ensured that those who cherish SAABs have become even more dedicated to preserving the breed. So it was that the Northwest SAAB Owners Club joined the Puget Sound chapter of Volvo Sports America for the 6th Annual Swedish Car Cruise-in at the XXX (Root Beer) drive-in restaurant in Issaquah, Washington on Sunday, February 19.

Two Swedish sports cars together: the blue 1973 SAAB Sonnett III of Jon Birdwell from Redmond, Washington (foreground) next to the metallic brown 1969 Volvo P1800 of Gail Ritchie, a member of the Puget Sound chapter, Volvo Sports America. (Photo by Terry Parkhurst)

Dennis Wright, who has owned 9 Volvos, brought a modified 1967 Volvo 122S over from Port Orchard, Washington, on the other side of the Puget Sound inlet. It sported a tuned exhaust and Weber downdraft carburetors. He'd also rewired the entire car, before taking it out on the road; along with fitting the engine with high-temperature valves, due to what he called "a horrible experience using regular gas" with regular valves.

Wright said that while he'd started out with a 1955 Chevrolet, and "a few cars in between," he eventually gravitated towards Volvos.

"Back when I was in college, they were cheap and reliable," he recalled, adding, "A lot more reliable than a Volkswagen."

Dennis Wright's 1967 Volvo 122S leads a line of vintage Volvos on display in Issaquah, Washington at the XXX Root-Beer drive-in. The black Volvo next to it is a 1953 444 sedan belonging to Walt Tartar; who purchased it from the noted glass artist, Dale Chihully. It received an award for the oldest car on display. (Photo by Terry Parkhurst)

While Swedish cars are noted for safety, they have also done well in rally racing and on the track. Riley Shirey brought a red 1967 Volvo 1800S, that he'd acquired from his nephew, David Winter, who'd campaigned it in SOVREN (Society of Vintage Racing Enthusiasts) at tracks in the Northwest.

Those aren't Volvo wheels on this Volvo 1800S racecar; instead, they're from a 1985 Lincoln, according to its owner, Riley Shirey. But "they don't weigh a thing," he said and coupled with things such as plexiglass windows and doors sans lifting mechanisms and inside panels, contribute to a curb weight of just 2,000 pounds. (Photo by Terry Parkhurst)

The engine in Shirey's Volvo is a B18 in-line four cylinder unit of 2,000 cubic-centimeters; fitted with dual SU carburetors, shaved cylinder heads, a high-performance camshaft and backed by a lightened flywheel. It'll spin to 7,000 rpm, he added. With a four-speed manual transmission and a Posi-traction rear-end, Shirey said, "David got to be a better driver with it and got it breathing better," to ensure it would get right into a pack of MGs and do the job.

The B18 Volvo four cylinder engine in Riley Shirey's P1800 will spin to 7,000 rpm, readily, thanks to engine modifications that include a high-performance camshaft and shaved cylinder heads. Fuel delivery comes via dual SU carburetors. (Photo by Terry Parkhurst)

Last year, according to Gary Ramstead, PSVSA Chapter Coordinator and a Volvo Sports America (VSA) vice-president, there were about 100 Volvos and 40 SAABs; however, no one did an exact count this year. So while there still appeared to be more Volvos than SAABs, the SAAB turn-out appeared to at least match last year's count, as the photo below would indicate.

A view of the SAAB automobiles that came to visit at the XXX Root-Beer drive-in at Issaquah, Washington, along with Volvo owners of various vintages, on February 19, from the southeast corner of the parking lot. It was an eclectic mixture - of people and automobiles. (Photo by Terry Parkhurst)

 SAAB automobiles gained international prominence early on, due to success in rally racing. Indeed it even led to a model called the Monte Carlo 850 (an example of which is seen in the photo that leads this feature) after Erik Carlsson won the Monte Carlo rally in both 1962 and '63. Front-wheel drive, an engineering feature of the marque from its inception, helped.

This bright red 1960 SAAB 93F, on display in what amounted to SAAB row at the 6th Annual Swedish Car Cruise-in at the XXX Root-Beer drive-in restaurant, in Issaquah, Washington, was the sort of automobile that helped SAAB acquire a reputation. This particular car was equipped with a 38 horsepower,three-cylinder, two-stroke engine; however, a variant was made for rally racing that carried a 850 cubic-centimeter engine with triple carburetors. (Photo by Terry Parkhurst) The engine in this 93F is shown just below. This engine was the only engine in SAAB autos, until 1967; when, a four-cylinder engine became available, along with the three cylinder. The SAAB 96, which could be had with either engine, was produced in Finland, until the end of 1970.

This sturdy three cylinder, two-stroke engine, served SAAB well in rally racing. (Photo by Terry Parkhurst)

The SAAB 99, which was the first to have the ignition key between the front seats - so as not to injure the driver's knee in a crash - appeared in dealerships in 1969. It was well represented at the Swedish Cruise-In by Dan Morley's turquoise 1975 SAAB 99; shown just below.

This is a SAAB aficionado's version of an auto that's driven daily. (This photo and below both copyright, Terry Parkhurst)

The original engine in the SAAB 99 was a Triumph-designed 1.7 litre four-cylinder that grew to 2 litres in 1972. That engine achieved 110 horsepower with the fuel-injected 99 series EMS and hit 140 horsepower with turbocharger assist, starting in 1978. However, the engine in this 1975 SAAB 99 is retrofitted from a 1985 SAAB 99 and fitted with two Weber 40 DCOE carburetors, ensuring good freeway performance. (Photo copyright by Terry Parkhurst)

In addition to being the president of the Northwest SAAB Owners Club, Morley also is involved with vintage trucks; and has a 1958 Mack Class 8 tractor that he likes to display with other members of the American Truck Historical Society. He works as an engineer at Boeing and calls his '75 modified SAAB 99 "my daily driver."

So while SAAB becomes part of automotive history, and Volvo is now owned by a Chinese company (Zhejiang Geely Holdings), for dedicated enthusiasts such as Dan Morley or Gary Ramstead, home will be where the heart is; and their hearts will remain in Trollhattan or Gothenburg, both in Sweden. -- Terry Parkhurst