Remember when you were a little kid and the idea of playing in the mud outside after it rained got you hyped? Pushing your toy cars and trucks through the mud puddles while you did your best to enunciate the sound of a beefed-up engine was one of life’s simple joys. Well, now you’re a grown-up with a rugged four-wheel-drive rig and maybe you want to kick up some summer mud, albeit on a much grander and exciting scale. Here’s a video that gives you a taste of what a blast this sub-category of off-roading can be.
Choose your weapon
To probably nobody’s surprise, the most popular mud tamer is the modern-day Jeep Wrangler and its very similar old-school forebears, Jeep’s CJ-5 and CJ-7. Compact dimensions, plenty of ground clearance, stout four-wheel-drive components and room in the wheel wells for large off-road tires are key reasons these iconic Jeeps reign supreme.
But they are far from the only good choices. Older Toyota Land Cruisers (the more basic four-door SUV styles as well as the Jeep-like FJ40) are very capable and durable rigs, as are the first- and second-generation Ford Broncos. Of course, 4WD pickup trucks are solid picks too, though the massive, full-size ones can sometimes prove too bulky in off-road environments with narrow trails. As such, we favor compact, more maneuverable pickups such as the Ford Ranger, Nissan Frontier and Toyota Tacoma. One might also consider a Land Rover Defender, though aces off road, they tend to be rather pricey.
Depending on the scenario, simply popping your truck into 4WD and driving on through the muck as if you’re on pavement may not be sufficient. As with any type of challenge, there are proper techniques that separate the hackers from those that know what they’re doing. As such, thanks to the pros at off-road.com, fourwheeler.com and allstate.com, we’ve come up with a six-pack of tips to make sure that you move through the mud.
1) Don’t go it alone. Having at least one other person with a truck and recovery gear (such as a powerful winch) provides peace of mind, as well as a helping hand (and truck) should you get stuck.
2) Air down your tires. Lowering your tires’ pressure increases surface area and allows the tires to flex and grab traction better than when they’re fully-aired up for on-road use. Dropping down to 18 to 20 psi should be about right.
3) If it looks like a rather deep mud puddle / bog you’re attempting to negotiate, you might want to hop out and go on recon first. Grab a long stick and check it out on foot, poking the stick in various spots to get an idea of the mud’s consistency, its depth and if there are any large rocks or tree roots lying below in wait.
4) Take the proper line. If others are also having fun in the muddy playground, watch and take note of the line they’re taking as they work their way through. Usually going straight is best, but there may be some obstructions or stickier points that may dictate using a different, more traction-friendly line that somebody else has demonstrated.
5) If your vehicle has a low range, then start out in 4WD low. This will obviously maximize your traction and torque at the low speeds you’ll be using to make your way through the mud.
6) Take it easy. Throwing up 15-foot high rooster tails of muddy water at higher speed may look cool in commercials, but you could lose control and end up doing some damage or stalling out your engine. It’s slow and steady that wins this race. As the experts say and as with other types of off-roading, you should go as slow as possible but as fast as necessary to keep moving forward. Momentum, not speed, is your best friend here.
So you’ve discovered that you really dig playing in the mud. Fortunately, so do a lot of other off-road enthusiasts. Reading the various online forums for tips on where to go, how to set up your vehicle and how to improve your skills will help you enjoy your mucked up adventures even more. We suggest also checking out enthusiast sites such as mudtrails.com and offroadworld.net, which are also great for finding new friends that share this dirty passion.
Editor’s note: After you’ve gotten your fill of summer mudding, be sure to hit up Advance Auto Parts for a wide selection of wash and wax products.
In this installment, Street Talk puts the spotlight on a rare but desirable bird in the sport compact segment – the Eagle Talon
One of a set of automotive triplets, the Eagle Talon is a rather rare bird in the sport compact car arena. Indeed, can you remember the last time you saw an Eagle Talon flying down the road? Yet this product of American and Japanese parents was one of the more interesting choices in its segment. Along with its aggressive, head-turning styling it offered available turbocharged power and all-wheel drive, the latter two features giving it a wheel or two up on the more popular kids in this class, the Honda Civic, Acura Integra and Nissan 240 SX.
The Eagle has hatched
Debuting for 1990 along with its Plymouth Laser and Mitsubishi Eclipse triplet siblings, the Eagle Talon was a product of a joint venture between Chrysler and Mitsubishi. All built in the U.S. at the “Diamond Star Motors” plant located in Normal, Illinois, these three cars shared similar sporty hatchback styling and Mitsubishi mechanicals. The base Eagle Talon came with a 2.0-liter, 16-valve four with 135 horsepower, while the TSi and TSi AWD versions packed a turbocharged 2.0-liter sporting 190 and 195 horses, respectively. Transmission choices consisted of a five-speed manual and four-speed automatic. Initially at least, unlike the Laser and Eclipse, the Talon didn’t sully its image with a price-leading, 92-hp stripper version. With 135 hp, even that base Talon provided peppy performance, but we know you’re probably thinking: “Yeah, that’s great, but tell me about the turbo!”
In 1990, squeezing nearly 200 horsepower from a four-cylinder turbocharged engine was big news. And thanks to the stout low- and mid-range grunt that a turbo provides, this meant blowing off less-muscular rivals from Honda, Toyota and Nissan was a breeze. Capable of sprinting to 60 mph in less than 7 seconds and running down the quarter mile in the low-15-second range, a Talon TSi was a genuine thrill ride back in the early ‘90s.
Offering all-wheel drive to more effectively put that power to the pavement provided an edge in handling, especially in foul weather conditions. The AWD version of the TSi also featured a more sophisticated rear suspension (multi-link versus torsion beam) as well as limited-slip center and rear differentials. Outfitted with a set of Bridgestone Blizzaks and a ski rack, a Talon TSi AWD was a skier’s or snowboarder’s dream.
Changes from 1990 through 1994 were mostly minimal. Notable highlights included, for 1992, slightly revised front- and rear-end styling and a switch from pop-up headlights to exposed units. The following year saw the debut of a declawed Talon. Dubbed the DL, this downgraded version shared its 92-hp engine and sparse standard features list with its entry-level Diamond Star siblings. The previous “base” Talon essentially continued as a new “ES” trim level.
Eagle Talon Version 2.0
As with the Eclipse, the Talon was redesigned for 1995 (the Laser was dropped after 1994). The two cars looked even more similar than before. One might argue that the Talon had more handsome styling, with a larger set of tail lights that helped minimize the heavy, “loaded diaper” rear bumper look of its Mitsu relative.
More importantly, performance was boosted via a pair of more powerful engines. Seen in the new entry-level “ESi” trim, the 2.0-liter non-turbo four now made 140 horsepower, while the turbocharged versions seen in the TSi and TSi AWD made 210 hp (205 with the automatic transmission). As such, acceleration times were a few tenths or so quicker, meaning a TSi AWD could hit 60 in about 6.3 seconds and rip through the quarter mile in the high 14-second range.
Sadly, the Eagle Talon, and indeed the Eagle brand itself, would soar no more after 1998, having been discontinued after that model year. The biggest changes for these second-generation models took place for 1997, when once again Eagle debuted a stripped-out base model that deleted the ESi’s rear spoiler, audio system and intermittent wipers. Thankfully, this entry-level version did not substitute a weaker engine as it had in the past. That year also saw rear drum brakes replace the previously standard rear discs in non-turbo models, while the TSi AWD version got larger (17-inch versus previous 16-inch) alloy wheels. A larger front badge and rear spoiler are the more notable visual clues to these later second-gen Talons.
Should you be a fan of these exciting Eagles and want to capture one, you’ll likely find that task fairly difficult given that they were last produced nearly two decades ago. Still, that doesn’t mean impossible. Checking out the enthusiasts sites, such as DSMtalk and DSMtuners can provide a wealth of information, such as the most effective and economical mods, as well as classified ads for the cars themselves. And there’s always craigslist, eBay and bringatrailer.com, where your chances of finding an unmodified example are likely much greater than doing so on the dedicated sites.
Editor’s note: Advance Auto Parts is here to help in the care and feeding of your Eagle Talon, or otherwise. Buy online, pick up in-store in 30 minutes.
“Self-steering will become a fringe taste – like baking from scratch and riding horses – but regarded as dangerous and socially irresponsible. It will be left to young men who are prone to high-risk behavior, a few type-A personalities with control issues, and some old people who just don’t like to change.” (D.C. Innes)
As of June 2015, there are 77 public-street permits in California for driverless cars, also called autonomous or self-driving cars. Not surprisingly, 48 of them are licensed to the Internet giant Google (up from just 23 in May 2015), with Tesla coming in second with 12 permits – and Mercedes-Benz having two. Google plans to test its 25 added permits on a new fleet of cars on private roads, transferring them to public roads later this summer.
Reasons for the push for driverless cars include that these vehicles are expected to:
• Reduce accidents
• Eventually eliminate most traffic congestion
• Decrease the need for highway expansion because these cars operate bumper-to-bumper at higher speeds, reducing fuel consumption and emissions
Currently, there are 306 people who are licensed to operate autonomous cars – and 202 of them are associated with Google. Sound like something you’d like to do? Here are guidelines for California drivers who’d like to be licensed for driverless cars.
Six accident reports have been filed with these driverless cars so far, five of which with Google’s vehicles. Google had already disclosed four of those accidents, stating that they happened because of human error, either the one in control of the driverless car or by another driver. The fifth accident happened in June and, since Google has committed to reporting these accidents, information will likely be forthcoming about that incident soon. Here are more specifics.
Drive via your smartphone — and much more
Take a look at this quote (and be prepared for some British spellings): “It SOUNDS like a scene from a James Bond film. BMW has revealed a car that can drive itself around a multistorey car park and then manoeuvre itself into a bay – all at the touch of a smartwatch. When the owner returns, weighed down with bags of shopping, the car will come and meet them.”
BMW calls this feature “remote valet parking” and they did the big reveal at the Consumer Electronics Show in Las Vegas earlier this year. Meanwhile, here is a demonstration of the current park assist feature available from BMW, which is still cool all by itself.
Another feature revealed by BMW at the Consumer Electronics Show involves a camera that’s embedded in the headline between the driver and passenger. And, if a phone call comes in, point a finger and move it towards the screen to answer the call. Move your finger to the right – and you’ve declined the call. If the screen is in music mode, you can adjust the volume by making a finger circle. Lost? Point two fingers at the screen to get directions home.
Sitting in the rear? You really can become a back-seat driver through your Samsung tablet. You can adjust the car’s temperature, the music or movie that’s playing or your seat’s position with just a few quick clicks.
Also revealed at the show was Driver Assist technology, in development by Hyundai. This technology tells drivers how to reach a destination, but “also displays upcoming street signs, warns the driver of other vehicles that are likely to cut them off, and helps them navigate difficult turns and exits with easy-to-follow arrows on the monitor. It also has a warning system that alerts the driver of pedestrians and animals in the car’s path and will automatically brake if they are too close.”
This car can also monitor drivers’ heart rates and pull itself over and call for emergency help if the driver suffers signs of a heart attack. For more on that subject, see our previous blog post titled Cars of the Future: Personalized Ambulances.
To put its money where its mouth is, Audi had its A7 Piloted Driving concept car drive to the Las Vegas Convention Center from Palo Alto, California, traveling for more than 550 miles without the human in the driver’s seat taking charge. The car safely changed lanes and passed other vehicles. The car can recognize SUVs, trucks and police cars, distinguishing them from more ordinary cars, and can spot pedestrians, even those partially blocked by parked cars.
All of this technology takes real computer power, so Audi invested in the Tegra X1 superchip that allows a car to “learn” how to drive via the computer’s training algorithm. Although the Tegra X1 is only the size of a thumbnail, it’s said to have the power of a room-sized supercomputer from only ten years ago.
Mercedes-Benz displayed the F 015 Luxury in Motion concept, where passengers can rotate bucket seats to face one another while the car automatically drives, a seating arrangement not available since the days of horse and buggy. Door panel touchscreens allow passengers to make video calls, surf the web and post on social media. LED lighting on the outside of the vehicle tells pedestrians whether the car is being driven by a person (white lights) or autonomously (blue lights). Plus, the car can project a virtual crosswalk to let pedestrians know how to safely cross the street when near the vehicle.
All of this new technology can seem exciting – or scary. To calm fears, journalists were taken on a ride with a Volkswagen Passat with Cruise4U technology, which allows for autopilot steering, accelerating and braking.
What does the future hold for driverless cars?
Ford Motor Company is predicting that vehicles will have “fully autonomous navigation and parking” after 2025. Ford already has its own automated research vehicle, released at the end of 2013 in an experiment with State Farm Insurance and the University of Michigan to develop ways for cars to “’communicate with each other and the world around them to make driving safer’ and reduce congestion.”
This vehicle contains sensors that scan up to 200 feet of roadway, “using light in the same way that a bat or dolphin uses sound waves.” Meanwhile, some Ford cars can already send a signal when another vehicle has entered a driver’s blind spot, and the steering wheel vibrates when the driver is veering out of his or her lane.
IHS Automotive agrees that self-driving cars will debut for the average person around 2025, and predicts that, in the first year, about 2/10 of 1% of sales will be self-drivers. That would be about 230,000 cars of the projected 115 million car sales anticipated for that year. Within twenty years of their debut, IHS expects that driverless cars will account for about nine percent of car sales.
So, how are you feeling about all of this? Excited? Anxious to own a self-driver? Or, do you like driving too much?
About a year and a half ago, Advance Auto Parts talked to experts about automated vehicles, including Phil Floraday, senior web editor of Automobile Magazine. Phil open admitted that he wasn’t thrilled about the trend, saying that, “I want people to have the driving experience. Face it, at Automobile, we still like manual transmissions. We believe in man-machine interaction because of the amount of joy you can get from really good transmission, from really good brakes. You blend into the car and become like one.”
Fast forward to today. On June 22, 2015, WorldMag.com published an article by D.C. Innes, who is an associate professor of politics at The King’s College, titled The car of the future and our future in cars. Innes believes that, “Despite our love for the wheel, we may be drawn inexorably into going driverless.” He blames insurance companies, saying that carriers will most likely charge high premiums to people who want to steer their own vehicles.
Time of transition
The transition to driverless cars will be – and has already been – gradual. In 2013, we’d talked to Steve Garfink of Seer Communication. Steve consults with companies, research groups and governmental agencies that are focusing on the transition from human driving to autonomous driving. He shared a rating system where the National Highway Traffic Safety Administration (NHSTA) lists five levels, some of which have already taken place:
• Level 0: no automation, with the driver needing to be in complete control of steering, braking and the like at all times
•Level 1: function-specific automation, where vehicles have at least one automated feature, such as adaptive cruise control, electronic stability control or pre-charged brakes, which help a driver brake more quickly
• Level 2: the combination of two or more autonomous technologies, such as adaptive cruise control and lane centering; in this level, a driver must be prepared to take manual control of his or her vehicle back at any time. Some of these technologies may only be workable in highway driving, in favorable weather conditions and the like.
• Level 3: in this level, drivers will not need to constantly monitor road conditions; rather, he or she will be given a reasonable amount of time to transition from the autonomous driving experience to the more traditional manual driving; in theory, a driver of a level 3 car would, according to Steve, presumably “be free to talk on the phone, text, read the paper, or do whatever else they want knowing they will have plenty of reaction time before they have to pay attention to the road.” When this type of driving becomes available, a long trip could become a productive time, without the “tension of navigating among the big rigs plying” the highway.
• Level 4: the vehicle can handle all “safety-critical driving functions,” and can simply provide destination/navigation information; this vehicle could be occupied or unoccupied.
Steve gave a couple more predictions:
• In California – and perhaps other places – there will be no new regulations until a vehicle reaches level 2.
• Drivers may treat level 2 vehicles, where a driver must be prepared to take back control at any time, as level 3, where more transition time from driverless to driver-controlled exists. It will be interesting, Steve says, to see the effects of that on road safety.
Editor’s note: What are your thoughts about driverless cars? Share them in the comments below! And know that, as cars evolve, Advance Auto Parts will keep providing you with what you need to maintain and upgrade your vehicles.
Three cheers for the red, white and blue! As the fourth of July rolls around, we gearheads gathered ’round the garage to reflect on what American car makers have done to wave the old flag. Perhaps unsurprisingly, some of them rolled out a handful of celebratory editions during the 1970s. Why then? We’re guessing it was the fact that the Bicentennial, the 200th anniversary of our country’s Declaration of Independence, took place during that decade — the year 1976 to be exact.
Four years before the Bicentennial, the 1972 Olympic Games took place. The summer games in particular were filled with triumph and tragedy. American swimmer Mark Spitz took home an incredible seven gold medals, a record that stood for thirty six years. Sadly, those Olympics were sullied when a Palestinian terrorist group broke into the games and ultimately ended up killing 11 Israeli athletes and coaches. Prior to this roller coaster ride of Olympic emotions, Ford rolled out its patriotically-themed pony cars.
In the spring of 1972, just before the start of those summer games, Ford introduced “Sprint” editions of its Pinto, Maverick and Mustang models. Built to honor the 1972 American Olympic team and designed to inspire both patriotism and sales, these cars featured eye-catching red, white and blue color schemes. The body was essentially finished in a white and blue two-tone, with red pin striping separating the two colors. The interior was done up in white and blue as well. Additionally, 50 Sprint edition Mustang convertibles were built for use in the 1972 Cherry Blossom parade, an event held in Washington D.C. every spring. Underneath, the cars were unchanged, meaning one could wheeze along in a Pinto with a 54-horsepower 1.6-liter four or swiftly “sprint” away from a stoplight challenger in a Mustang packing a 351 High Output V8, making a strong-for-the-era 275 horsepower.
Baseball, hot dogs, apple pie and Chevrolet
Two years later, it would be Chevrolet feeling the patriotic vibe. For 1974, Chevrolet launched a clever TV commercial with a song capturing four things (see subtitle above) that Americans ostensibly loved. With a jingle that would prove to be one of the most popular in advertising, that ad would go on to serve the company for quite some time.
That year, to further the patriotic sentiment, Chevy offered the “Spirit of America” package on its Vega, Nova and Impala models. As expected, a red, white and blue theme prevailed. White exterior paint was standard on all except the Impala, which offered a choice between white and a dark blue hue. Red, white and blue stripes added more exterior pizzazz while inside, all three had white vinyl upholstery with red or blue carpeting.
America’s last convertible (for five years, anyway)
The Bicentennial year (1976) was full of celebrations for America’s 200th birthday. Setting off fireworks of its own was Cadillac, the only American carmaker offering a convertible that year. Due to dwindling sales of convertibles and the increased governmental safety standards (such as roll-over protection) said to be looming on the horizon, every American car maker except Cadillac, with its Eldorado model, had by then abandoned the convertible segment.
To seemingly celebrate not only America’s bicentennial but also the philosophy of capitalism, Cadillac decreed that the final 200 Eldorado convertibles made would be “Bicentennial Edition” models. Wearing white paint with tasteful blue and red pinstripes, these loaded and pricey Eldos also sported white leather upholstery with red piping to go with the red dash and carpeting.
As we now know, these ended up not being America’s last convertible. Just six years later, 1982 saw the comeback of the American convertible in the form of the Buick Riviera and Chrysler LeBaron/Dodge 400 twins, meaning the U.S. had gone just five years without a convertible new car offering. Subsequent years saw more drop tops debut, including, in 1984, Cadillac’s resurrected Eldorado convertible.
Editor’s note: Keep your ride running true-blue with parts, tools and accessories from Advance Auto Parts.
From timeless icons to everyday essentials, Crucial Cars examines the vehicles we can’t live without.
In this installment, Street Talk puts the spotlight on the darling of the import tuner set – the Honda Civic Si.
Something of the poster child for the import tuner movement, the Honda Civic Si has long been prized for its performance, reliability, tunability and style. Even bone stock, this sprightly Civic usually satisfied those looking for kicks behind the wheel. Eager acceleration, athletic handling, supportive seats and subtle styling tweaks round out this pocket-rocket’s impressive credentials.
The feisty first edition
One could argue that Honda’s first sporty Civic was the Civic S of 1983, but we’re putting the spotlight on the sportier and more significant “Si” variants, the first of which debuted for 1986. Boasting fuel injection (hence the “i”) and other engine tweaks, the debut Civic Si had a noticeable bump in power output compared to other Civic hatches – its 1.5-liter four packing 91 horsepower versus the 58 to 76 horses found in its siblings.
Ninety-one horses may not sound like much, but in a car that weighed only about 2,000 pounds and running through a five-speed manual transmission (no automatic available), it was enough to send the Si to 60 mph in about 9 seconds flat. Twisty roads provided the most fun, as the light and nimble Civic Si also had firmer suspension calibrations, upgraded tires and front sport seats, the latter with pronounced side bolsters for added lateral support when attacking the curves.
Redesigned for 1988, with smoother body lines, standard fuel injection across the line and a double-wishbone suspension system at all four corners, the 1988 Civic took a leap forward in sophistication. Notably, that suspension design, shared with Formula One race cars, did a fantastic job of providing sharp handling along with a firm yet comfortably controlled ride. There was no Si for that year, but it returned in 1989 with a 1.6-liter high-output engine sending 108 horses to this Civic’s front wheels.
More power and performance
The next generation Civic debuted for 1992 and the Si, like the other Civics, got a little bigger and heavier. It also got more power, its 1.6-liter mill cranking out 125 horsepower. Honda’s new VTEC (Variable valve-Timing and lift, Electronic Control) system was the chief reason this little engine made such big power. VTEC essentially allowed the engine to be efficient at lower rpm, while allowing it to breathe deeper at higher rpm for increased performance. By now, the Civic Si could hit 60 mph in about 8.4 seconds.
Where did you go, Civic Si?
When the Civic was redesigned for 1996, a key member of the team was missing; indeed the Civic Si would be absent from the lineup for three years. Finally, for 1999 the Civic Si returned, this time in the handsome, crisply-chiseled coupe body style and sporting 160 horses, good enough for a low 7-second 0-to-60 mph time and a quarter-mile ability in the mid-15-second range. Those are seriously quick times for a naturally-aspirated (not turbocharged or supercharged) four-cylinder-powered compact car. Sadly, this sharp Civic Si coupe was produced just two years, 1999 and 2000.
For 2001, a new Civic lineup arrived, sans Si. The following year, 2002, brought back the Si. Now based on the European Civic hatchback, this Civic Si’s breadbox styling, softened suspension calibrations and tamer power delivery all conspired to make it a disappointment to those fans of the harder-edged Si Civics that came before. Indeed, this automotive writer recalls driving a 2002 Civic Si at the racetrack and wondering if someone had sprayed Armor-All on the tires’ tread, as their lack of grip and propensity to slide made for a somewhat entertaining but frustrating time around the track.
Although the engine was upgraded slightly (same horsepower but more torque), this Civic Si tipped the scales at nearly 2,800 pounds, so performance was about the same as before. And while the power delivery was more linear than before, it just wasn’t as exciting as it lacked the pronounced “VTEC” kick at higher rpm the older car had. A cool feature was the car’s manual shifter, which sprouted out from the lower portion of the center stack, Rally car style, putting it close at hand.
Back in the game
For the Civic’s 2006 redesign, the Civic Si came back strong. Although the styling was a bit odd, with its massive windshield and resulting stubby hoodline, the Si seemed to have returned from a summer at fitness camp and to its earlier, sporty self. A taut, buttoned-down suspension, sticky tires, quick steering and a more aggressive V-tec kick once again made the Si a hoot.
Engine displacement now stood at 2.0-liters while output rated nearly 200 horses (197 hp, to be exact). And with an added gear in the manual gearbox (now six speeds versus the previous five), this Si could sprint to 60 mph in a factory-claimed 6.7 seconds. The quick-revving engine would take on a seriously urgent demeanor once the tach’s needle swung past 6,000 rpm, a potent rush that lasted right through the 8,000 rpm redline.
For 2007, Honda introduced a four-door version of the Si, making this little firecracker more attractive to enthusiasts needing a more accessible and usable back seat. A rare sight is the limited-production 2008 Mugen Si sedan, which featured a stiffer, track-tuned suspension, larger (18-inch) wheels, a performance exhaust and styling tweaks that included a big rear wing.
The most recent full redesign of this icon took place for 2012, when the Civic family received more sculpted body styling and unfortunately a cheapened interior that irked consumers and car critics. That prompted a refresh the very next year that brought styling tweaks and more importantly, upgraded interior materials and added standard features for all Civics, including Bluetooth and a rearview camera.
As far as the Si, 2012 brought a larger (2.4-liter) engine with 201 horses. Although the bigger engine boasted a fatter, more useable powerband than the last Si, it wasn’t as much fun, as it lacked that high-rpm kick that the previous Si had brought back. Handling was similarly muted, lacking the point-and-shoot personality held so dear in the past. On the upside, the ride was better as the suspension was more compliant over pockmarked pavement and freeway expansion joints.
Even folks not into the tuner scene likely know that Honda’s Civic, especially the Si version, is a favorite of folks who enjoy modifying their cars. After all, who hasn’t witnessed a slammed Civic with a rasping “coffee can” exhaust cruising the boulevard or blasting down the highway?
With massive support from aftermarket suppliers, one can turn their Civic into a capable track day weapon with a few weekends’ worth of wrenching. Installing stiffer springs and dampers, thick anti-roll bars and larger yet lighter wheels with high-performance rubber are popular upgrades. Then there are the quarter-mile enthusiasts, who, via forced induction (turbocharging or supercharging) and perhaps nitrous oxide injection, can turn a Civic into a 12-second drag strip terror.
Editor’s note: Advance Auto Parts is ready to help Civic enthusiasts out with a large selection of quality parts and accessories. Buy online, pick up in-store in 30 minutes.
In a couple of ways, cars that offer open air motoring are like ice cream. Most everyone likes them and they come in a lot of different flavors. Whether you’re cruising along an ocean boulevard in a classic drop top, chasing apexes in a modern sports car, or exploring rugged trails in an opened-up Jeep, these vehicles offer plenty of enjoyment no matter what your tastes are. And like a visit to Baskin Robbins, there’s bound to be a flavor you can’t resist. To this rusty ol’ Gearhead, it’s salted caramel every time.
Within the realm of the classics you’ll find a wide array of choices. There’s plenty here to move you, literally and figuratively. It might be a 1965 GTO ragtop with a 389 V8, a 4-speed stick and rumbling side-splitter exhausts that does it for you. Or, from the same era, maybe a Jaguar XKE roadster or Lincoln Continental convertible, with the former offering sexy styling wrapped around two seats and a sonorous straight six, and the latter boasting four “suicide” style doors, a magic carpet ride and room for five of your biggest friends.
But as you’ll soon realize, your options further range from taking just sips of air and sunshine overhead to fully gorging oneself via environmental exposure that’s second only to a motorcycle’s.
Just a breath of fresh air, please.
A sliding sunroof provides a taste of the outdoors via a panel in the roof that slides back, either manually (as in some older cars) or via power control. If the panel is made of glass, it is usually called a “moonroof” as it ostensibly allows one to view the moon and the stars at night even while closed. Back in the ’70s and ’80s, pop-up/removable sunroofs were a popular aftermarket installation.
Traditional (and not) convertible tops
And then there is the traditional soft top convertible, which when down leaves the whole upper portion of the car’s interior exposed, allowing its passengers to more fully enjoy the sun’s rays. These are usually power operated as well. Soft convertible tops (typically made of canvas or vinyl) have been around since the early days of the automobile.
More recently, retractable hardtops have become popular. Just as the name implies, this design offers the added comfort and security of a hardtop when the top is up. Lowered, it provides the same full top-down experience that a traditional folding soft top does. For those al fresco fans residing in the more inclement areas of the country, a retractable hardtop is great to have. The BMW Z4 roadster and newer 3 Series (which later became the 4 Series) convertibles both offer retracting hardtops, as do the Mercedes-Benz SLK and SL, and outgoing (2015) Mazda Miata.
And yet, this “best of both worlds” idea is not as new as one may think. Back in 1957 Ford brought out its Fairlane 500 Skyliner power retractable hardtop, while Peugeot beat it by some 20 years with its aerodynamic but somewhat grimly named 402BL Eclipse Decapotable in the 1930s. Unlike the Ford’s more complex, folding power top, that Peugeot model featured a simple one-piece top that manually dropped down into the trunk.
Take it all off
Easy there, we’re talking about full exposure here of the vehicular kind. And nobody does it better than Jeep with its Wrangler model. Like its CJ-series precursors, the Wrangler is usually the model one thinks of when the word Jeep is mentioned. Sure you can fold the soft top down (a rather involved and potentially nail-busting affair), or unbolt the unwieldy hard top (if that’s what your Wrangler is wearing) and leave it in the garage or back yard. But that only gives you standard top-down experience. Detach the doors and flip down the windshield and you’ll enjoy the thrill of maximum exposure that’s second only to that of a motorcycle.
Existing somewhere in the middle of all these are the T-roof and Targa-topped vehicles. The T-top (which consists of a pair of removable roof panels) debuted in the U.S. with the 1968 Corvette coupe. In the late 1970s and through the early 2000s, various Camaros, Firebirds and Mustangs offered a T-roof option, while the Japanese car makers joined the party in the ’80s and ’90s with the Toyota MR2 and Datsun/Nissan 280ZX/300ZX, among others.
Similar to the T-top in that it could quickly be manually removed and stowed within the car, the Targa top instead provided a one-piece removable roof panel (no center “T” bar) which ran the full width of the car, providing even more of a true convertible feel than the T-roof. Past and present cars that offer a Targa top include the Porsche 911 and 914, the Honda Civic del Sol, the Toyota Supra, Acura NSX, the current Corvette and various Ferrari, Lamborghini and McLaren models.
Editor’s note: Whether you drive an airy convertible or tinted limousine, count on Advance Auto Parts to keep your projects humming along all summer.
There’s one sure-fire way to ruin your day, engine, reputation under the hood, and road trip this summer. It’s fast, requires virtually no effort or planning, and happens to countless drivers every day. All you have to do is let your engine overheat because of insufficient cooling.
In this instance, I’m not talking about the more common, run-of-the-mill catastrophes usually behind a cooling system failure, including broken hoses or belts, insufficient coolant level, water pump or thermostat failure, or foreign object piercing the radiator.
Less dramatic, but equally effective at causing an engine to overheat, are scenarios in which a vehicle’s cooling system can’t dissipate enough heat fast enough to prevent an overheated engine. In most cases, it’s the result of an efficiency issue, even when everything on the cooling system is working properly. In other situations, modifications designed to coax more horsepower from the engine might also require changes to the cooling system because more horsepower usually equates to more heat generated.
Here’s a look at several add-on solutions to prevent engine overheating.
There’s a reason copper and brass have historically been materials of choice in vehicle radiators. Copper is great when it comes to thermal conductivity, performing 50 percent better than radiator fins made from aluminum. And brass is durable. So why are aluminum radiators becoming all the rage in high-performance engines and even among vehicle manufacturers? Weight. Aluminum radiators weigh 10 to 15 pounds less than traditional radiators. And they compensate for the reduction in their material’s thermal conductivity with increased radiator surface area and coolant capacity, design, fin spacing and even tube size.
The larger the radiator’s surface area translates to greater airflow reaching more coolant which means improved cooling capability. The limiting factor here is the amount of space you have or can create in which to shoehorn in a larger radiator.
Most radiators utilize a single-pass design – hot coolant comes in one side of the radiator, passes through, and exits out the opposite side. For increased cooling capacity, look at a dual-pass, horizontal-flow radiator. With this design, coolant passes through one half of the radiator, but instead of exiting, it then passes through the other half of the radiator, essentially making two passes instead of one.
Moving to a dual-pass radiator will probably also require a water pump upgrade because this radiator design places more demand on the pump. Which brings us to the topic of coolant speed. An aluminum radiator with larger diameter tubes is going to require an increase in the speed at which the water pump is moving coolant through the system. Your muscle car’s pulley-pump speed might have been sufficient when everything was stock from the factory, but any modifications made might now require changes to that speed and ratio.
In addition to tube size, high-performance aluminum radiators also have more fins, spaced closer together, for increased heat transfer from the coolant to the atmosphere.
Engine-driven fans can get the job done when you’re tooling down the highway at cruising speeds, but when you’re idling or fighting stop-and-go traffic – not so much. For increased cooling capacity, consider installing an electric fan, or two.
Unlike an engine-driven fan, an electric fan is going to generate enough airflow to sufficiently help cool the engine, regardless of engine RPMs or traveling speed. In addition to consistent airflow, electric fans can also net you more horsepower. It’s estimated that engine-driven fans steal about 35 horsepower and clutch-driven fans about half that amount while electric fans only take about one horsepower.
Installing a dual-fan set up enables the entire radiator surface to be covered with cooling air flow. Another option is to use a two-fan system, but with one fan stationed in front of the radiator, pushing air to it, and a second fan behind the radiator, pulling air to it – remembering that pulling is always more efficient than pushing.
As for fan blade style, that depends on what’s more important to you – cooling or noise levels. Curved-bladed fans are quieter than straight-blade fans, but they don’t move as much air.
And in what’s probably beginning to sound like a reoccurring theme, a changeover from an engine-drive fan to an electric one might also require some beefing up of the vehicle’s electrical system to ensure it’s up to the task and increased loads.
If you’re making the effort of adding an electric fan, make sure you go all the way and include an aluminum fan shroud. The right fan shroud can maximize the fan’s heat-reduction capacity by delivering cooling air to nearly every square inch of the radiator surface, while choosing aluminum helps deliver further weight reduction.
Type of Coolant
When it comes to the liquid flowing through the radiator, nothing’s better at heat transfer than plain old water. Unfortunately nothing also beats water when it comes to freezing in winter and destroying your engine, and corroding the radiator and inflicting a similar level of carnage there. If you are running straight water for coolant – some racing series require this – be sure to also include an anti-corrosion additive to the mix, and to take the necessary steps to prevent freezing before lower temperatures arrive. You’ll also need to research the benefits of using softened water if this is the somewhat risky route you choose to go. If, however, you choose to play it safe by using traditional antifreeze, also consider an additive, such as Red Line’s Water Wetter that prevents bubbles or vapor pockets from forming and helps bring temperatures down.
When it comes to summer driving, just remember – keeping your cool begins with your engine.
Editor’s note: Don’t blow your top…or your radiator cap this summer. Visit Advance Auto Parts for everything your engine needs to stay cool. Buy online, pick up in store, in 30 minutes.
A new track, a new city . . . with the same tough challenges. Formula DRIFT has hit tracks from Long Beach to Fuji, year after year bringing head to head battles to loyal fans – and now the famous race descends on Orlando. Advance was there—check out our exclusive coverage and photos.
On June 5th and 6th, the Sunshine State welcomed a noisy, fire-breathing visitor. Formula DRIFT, the prominent stateside series, took to Orlando Speedworld (OSW) bringing out drivers – ranging from amateurs to top tier pros – to the oval circus for a long weekend of racing madness. Fans and drivers alike called it reminiscent of New Jersey tracks back in Formula DRIFT’s heritage days.
Pro and Pro 2 series competitors brought in crazy attendance numbers to the classic small town oval (with a figure eight cross to boot!) and Mother Nature attended in full force, as well, bringing rain in swaths along with sweltering temperatures for every single second of the day.
Pro series drivers battled it out on Friday to qualify for Saturday’s main event. And, when the local hero Pat Goodin suffered mechanical troubles, the veteran stepped down to leave the playing field WIDE open.
Saturday morning dawns
The track felt empty but, in the paddock, teams were alive and well, getting their drift missiles ready for the Top 32 bracket competition just hours away.
Come on . . . picture the scene . . .
OSW offers one way on and one way off the track. Drivers pull onto the track and straight onto the burnout bank as the last two hooligans exit through the single lane chute back into the hot pit area. After a few tears up and down the burnout bank, drivers stage on the back half of the oval waiting for the all clear.
On green, the lead driver launches through his chicane and down the back straight, the following car tight on the rear right, waiting for the lead to dive into the corner at “Initiation Point.” With a flick, both cars put the hammer down and power the entire corner keeping as close to the wall and as close to each other as they possibly can.
The more fluidity, the more points, the more pizazz . . . the greater the score.
This first corner is on the high bank, making the drivers’ next move a teeth-clenching drop from the bank to the figure eight crossover. Both drivers smack the front air dams as they come off the bank slowly, preparing to flip from right-angled to left-angled slides.
If the harsh transition from high bank to flat oval wasn’t enough of an obstacle, drivers were thrown over a jump as they finish the transition and try to initiate the second sweeping oval turn. Mustangs and Matias alike caught the slightest air coming sideways over this bump, unloading and loading the car suspensions right as drivers tried to slam the power on to get proper speed for the upcoming left-hand sweeper.
The final corner crosses back past the burnout bank and the starting grid, but stays low on the flat section. After holding the slide for the entire top of the figure eight, the cars bolt through the finish line, billowing that gorgeous white smoke, letting the audience know that those tires have been thoroughly disciplined.
Mother Nature ups the ante
Weather conditions transformed this track into a low-lying above-ground swamp for a few hours every day, with Pro and Pro 2 racers alike seeing plenty of rain during battle. Saturday night, the classic Florida evening showers greeted fans with a welcomed cool down, but also with an unwelcomed torrential downpour.
Racers pushed on through the storm, though, and conditions really tested the drivers’ abilities – and it’s always awesome to see who succeeds when the going gets tough. Everyone sets up for dry weather and, when the weather changes, it’s equally a handicap for each of the drivers. A lack of smoke was disheartening for spectators, but the massive rooster tails were enthralling to watch as the cars barreled through the flooded infield.
The bottom line; drivers with true grit garner their experience and determination to make a spectacular full pull happen.
• Scion had a killer weekend and nears a manufacturer championship as FR-S drivers Ryan Tuerck and Kenshiro Gushi take 1st and 3rd, respectively.
• While Chris Forsberg, 2nd place, beat out Gushi, all Tuerck had to do to secure the win over Forsberg and his 370z was complete a full pull unopposed. Forsberg suffered mechanical issues, though, and Tuerck walked away with his first round win since 2009.
Here is the full 2015 Formula DRIFT race schedule.
In this installment, our man Gearhead pays tribute to an icon that’s revered in the RV sector: the Winnebago Motorhome.
Along with the warm weather, summertime brings a variety of killer road trip options. There’s everything from cruising the boulevard in a classic muscle machine, to unraveling a twisty road in an athletic sports car, to reaching that remote camping or kayaking spot via a rugged 4WD rig. And let’s not forget seeing the sights of America in a mobile condominium. The latter is more commonly referred to as an RV (Recreational Vehicle). Or, to use old-school parlance, a motorhome.
Like Apple and Nike, certain brands have a way of earning iconic status. And within the realm of motorhomes, so it is with Winnebago. Based in Iowa and debuting in 1958 as a maker of travel trailers, Winnebago started producing motorhomes in 1966. Thanks to its very efficient production methods, including an assembly line (unusual in this business), Winnebago was able to sell its motorhomes at much lower prices than its rivals. One doesn’t need an MBA to know that high quality and low pricing makes for a pretty sound business model. As a result, Winnebago quickly became the number one-selling name in motorhomes.
Winnebagos, both old and new, remain very popular. As such, there are a number of enthusiast sites for them (which include their essentially identical Itasca sister brand). They include the WIT Club, this Winnebago Owners Forum and the nostalgic My Winnebago Story site.
Taking It With You As You Get Away From It All
For some folks, “camping out” doesn’t necessarily equate to “roughing it.” Indeed, with the swankier “Class A” (those motorhomes that resemble a rock star’s tour bus) models offered by Winnebago, luxuries such as a washer and dryer, retracting big screen TVs and even an electric fireplace are offered. These units typically also feature “slide-outs.” These sections of the motorhome slide out to increase the living space inside once you’ve arrived at your destination. Go all Will Smith and you can spend up to a half mill on the plushest and roomiest rig Winnebago offers, the Grand Tour diesel.
Still, Winnebago hasn’t forgotten those who don’t play sports or make movies for a living and so the company also offers more affordable options. The latter include the popular and well-equipped “Minnie Winnie” that starts at around $65,000. This is a Class C motorhome, the kind that has the front end (or “cab”) of a full-size van coupled to the living quarters behind.
Bring On The Brave
But what really made Winnebago as recognizable a brand name as Kleenex was the “Brave” model. Debuting in 1967, the Pug-nosed Brave sported an “eyebrow” of sorts that jutted out above the windshield and also featured a flying “W” down the motorhome’s ides. Those styling features made it easy to identify the iconic Brave, whether it was sitting at a campsite or sailing down the freeway, and they lasted for over 10 years during this model’s initial production run.
Winnie reintroduced the Brave for 2015, offering a modern interpretation of this classic. Paying tribute to the original Brave with its familiar silhouette and flying “W”, the new Brave is offered in 1960s song-inspired color schemes such as “Mellow Yellow,” “Crimson ‘n Clover” and “Aquarius.” MotorHome magazine checked out the new Brave and thought it was rather “groovy.”
A Brave With Serious Bravado
Presenting an awesome answer to a question nobody should ever ask, Ringbrothers revitalized a very tired 1972 Winnie Brave they bought at an auction. The Ring brothers are a couple of serious car guys who, along with their skilled crew, are known for turning out some of the finest resto-mod builds on the planet.
As this Boldride article shows, this Brave’s body was left pretty much alone while the interior received a mashup makeover that combined, of all things, World War II airplane and Tiki hut bar themes. The Brave sorely needed a new engine, so out came the Mopar 318 and in went a supercharged LS-series V8, cranking out about 900 hp. The brothers claim that their “Ringabago” can sprint to 60 mph in less than four seconds. If the idea of an old motorhome easily lighting them up and being capable of blowing the doors off a Ferrari F40 or Hemi Cuda doesn’t make you laugh, then probably nothing will.
Have You Ever Seen Anything as Absurd as This?
On the vehicular shock value meter, this “way out there” Winnie easily pegs the needle. Have you seen or heard about anything as crazy yet cool as this? If so, send us your brief comments on the beast.
Before you hit the road this summer, hit up Advance Auto Parts for all the best in savings and selection. Buy online, pick up in-store in 30 minutes.