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The art of “the Deal” – bargain shopping for Gearheads!

Daniel S
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The art of “the Deal” – bargain shopping for Gearheads!

Anyone that knows me, knows: I don’t like to spend more than I have to on any item – especially car parts. But let’s face it, purchasing basic and performance upgrades to your daily driver – let alone getting involved in Motorsports – can all add up quickly. Over the years I have improved on my abilities to find “a good deal” and negotiate for better prices.

No, I’m not some magical deal finding truffle pig – as some might suggest – but the reality of it is: the internet has greatly improved our searchable surface area. Sites like eBay, Craigslist, or even the new Facebook Marketplace have made it so much easier to search locally, nationally or even for hard to find items from across the pond. We’ve come really far in our ability to shop, especially when you think back to the old “Penny Saver!”  days.

There is a general assumption with car parts that you have to purchase “new-in-box” parts. But that’s only partly true, but in a lot of cases, many things in the automotive world can be rebuilt or even built up to make them perform better than their original design. Sometimes, these upgrades (or upgraded parts) even cost the same as the original piece and tend to be of better quality and last longer. I can’t tell you which, why and how many upgrades there are, its going to take a little research on your particular application and vehicle to be able to find those items. But feel free to reach out, and I’ll take a look.

What you need to be careful of are the “it’s a *rare* item”  traps. Case-in-point: Seller is offering a component off of a “Wolfsburg Edition”  VW and lists it for more that the identical part off the base model. If you don’t know any better, you’ll fall for a rarity scam through what member Matt Y likes to call “badge engineering.”  #butitsspecial! #rarecolor

Manufacturers like VAG (VW, Audi & Porsche), Toyota and Lexus, Nissan and Infinity, even the big-3, have been reusing parts across their model lines for generations. Don’t let these sellers play you for a fool, do your research and cross match your part numbers!

There are cases where even dealerships will play these sorts of games. A perfect example comes from Harley Davidson. When they initially released the Street-Glide (above) motorcycle, it was the same as an Electra-Glide (below) but without the “tour pack” installed. Buyers not knowing any better saw a different badge – thinking it was a different model – and were paying between $4k-6k more (for less). Shoppers who knew better would buy an Electra-Glide and simply remove the tour pack. You could always buy the package separately for around $650-$2,500 depending on additional accessories such as a luggage rack – but at the end of the day you still have a Street-Glide! Since consumers have gotten wise to this ploy, Harley now charges the same for both bikes, even though you still get less on one model. If you’re unsure, reach out to someone you know or a local owners club and talk to people that have experience with the model(s) you’re interested in. Talking to people and reading as much as you can before purchasing will prevent you from making a costly mistake.

Down to brass-tacks!

Tips I have for buyers looking to find a good deal.

Online Shopping

  • Patience is key – never “buy it now” until you’ve researched all your options. Don’t be impulsive.
  • My number one task when searching online is to get the original manufacturer part number (ie: VW Part Number XXX-XXX-XXX) for the part I need and search by that instead of the vendor number (ie: Bosch PartNo. XYZ-123). By searching this way its allowed me to save nearly 30% off (even the sale prices) of a major distributor. Remember, sometimes there are smaller distributors that are able to beat the big guy’s prices.
  • If you need the part yesterday – expedited shipping can cut into your savings compared to a purchase locally. If you can wait for a specific part, online shopping can be a big cost saver compared to other options.
  • I also recommend not being afraid to steer away from the major “brand name” providers like ECStuning, UROtuning, etc (in the case of VAG products) in order to find a better price. If the same part is cheaper on RockAuto, The Parts Train, etc – by all means, get it.
  • Many parts stores have begun to price match not only other stores, but online retailers – always check to see if they are willing to price match!

“In Person” Negotiating

  • I am a firm believer in a good poker face.
  • Never allow a seller to think that you need what they are selling.
  • Be well informed on what they are selling before going to look at it.
  • When you are face-to-face it is the best time to be very critical of the item. Inspect it carefully and have a maximum price (or how much less than the asking price) you are willing to spend before you get there. If you are able to get them to question the item’s value, many times they will lower the price without having to ask for a discount.
  • Make minor things seem like they could cause large problems.
  • If they wanted the item it wouldn’t be for sale. Remember: You are helping them out by being interested in purchasing it!

Diamonds in the Rough

One of my most vital pieces of advice comes into play when you will stumble across “a diamond in the rough” – you know, that item that the owner has no idea what they really have. Maybe it was passed down to them, maybe they forgot what it was, or just didn’t know any better – who cares – but don’t show your excitement and play uninterested, get them to try to sell you on it. Whenever I go to look at an item I prefer to start an unrelated conversation so as to relax the environment.

Often times this will open the opportunity for them to present other items they were on the fence about parting with. Additionally, if you can get the seller talking about a subject you have in common and many times they will be more willing to cut you a deal. If you’ve ever watched “American Pickers” on History Channel, they do this all the time.

On a recent parts excursion, I found a seller that had a set of BC Racing coil-overs that were slightly damaged (at least one of them in the set). The seller was disappointed in their condition and in talking made a comment that he’d be willing to take $20 for the set. WOAH?!? thats cheap! hmm… I know other brands (Koni, Bilstein, etc), but I have minimal knowledge of “BC Racing” and that had me hesitant, especially not knowing if they could be repaired. I didn’t show a lot of interest and allowed the conversation to continue. Before I left I mentioned the coil-overs and said I’d be willing to take a chance on them at $20. SOLD! – Luckily, after contacting BC Racing, I found out that I will be able to repair the damaged shock for $95 giving me a set of functional coil-overs at a great price. #onemansjunk

And as always… CASH IS KING! – There are times when negotiating you will have to come across slightly arrogant to pull off a deal. Countless times, I’ve been caught throwing numbers around and it doesn’t seem to do the trick – but if you pull out the cash and sit it in the seller’s view, they will gravitate towards the deal. #howhungryareyou? – and NEVER be afraid to walk away from a deal – feel free to state your top dollar price and give contact info if they are willing to change their mind on the value of the item. This works really well for items that have been posted online for a long period of time. Occasionally you will stumble across a chance and it is always a gamble of whether it will be worth it or not. As Kenny Rogers sang “You’ve got to know when to hold ’em – Know when to fold ’em – Know when to walk away – And know when to run”

Each person will find their ideal way to find deals. If you ever want to practice your bartering skills I recommend going to a used car lot with no intention of buying a vehicle but act interested in one and see how far you can get them to drop their price – I used to do this a lot in my free-time when I was in the military. They have no idea that you have no intent to buy and since you don’t need the vehicle it helps keep you focused on the mindset of “I don’t really need this” when you eventually haggle for something you do want.

Good luck and Happy Hunting!

#shopsmart > shop S-mart.

These Two Utes – Vehicles of New Zealand

Mike C
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These Two Utes – Vehicles of New Zealand

Yes, yes I did. And only after I got here did I realize that the “Aussies and Kiwis” use Ute for more than just the cars with pickup truck style beds.

My Cousin Vinny (1992)

Ute is actually a universal term for anything with a bed – from a ’70s El Camino to a Ford Ranger Raptor. My sightings of the car-based Utes have been lower than I hoped, probably in large part to being located in a city, but I have seen a few Ford Falcon Utes and Holden Utes though. Let me run through some of the details of what can be found down here in the land of Hobbits.

First off, with the Holden Commodore-based Ute, it is offered with a 362 hp 6.0L V8 and a manual transmission. Think: Pontiac G8 GT or Chevy SS with a bed and that is what you have. In fact, at one point there were rumors that the US would get the Ute variant as well, before the whole recession causing GM to shutter Pontiac. Ford, on the other hand, had the Ford Falcon Ute. Rather than a V8, Ford went with a Inline-6 cylinder Turbo that still pumped out 362 hp and actually had 3 more ft-lbs of torque than the Holden’s V8. Think of the track-car possibilities here!

If you could legally import one of those final year Utes into the US (rather than wait till it is 25 years old) you would have room in the bed to haul things plus the ability to tow a small trailer.  It would be so much quicker to empty than a hatch-back or a trunk just from sheer access.

Having the rear-wheel drive (RWD) Holden Commodore platform to build upon also presented the opportunity for a full-size RWD station wagon to be built (above).  The Commodore Sportwagen was even available in an SSV Redline trim with the V8, but was unfortunately only available with an automatic. The Ford Falcon also has a wagon variant up until 2010, during it’s last two years of production it was only available as a very base trim and it never got the full performance treatment of the sedan and the Ute.  All of this fun has come to an end though as both Ford and Holden shut down their Australia based production in 2017 which manufactured all of the RWD Falcon and Commodore variants. No more RWD sedans, car-based Utes or wagons are making their way through the pipeline. Now Holden imports car like the Buick Regal (as the Commodore) and Astra (yes Astra) and slap a Holden badge on them.

Being a RHD nation has lead to the presence of Japanese models being available in New Zealand that never made it to the US. The Honda Odyssey is a much different beast than back home. It still has three rows, but it is more like a high-roof wagon than a van with 4 conventional doors and a lower ride and roof line. I have seen a few Nissan R33 and R34 GTRs driving around the city. Then there are rest-of-world models that the US just never had or possibly had them under a different name (Example: Skoda >> VW below). Small jelly-bean shaped vans are also used all over as work vehicles, and while they aren’t as large as a Ford Transit van, they are very functional.

Obviously there is the Toyota Hilux, which unlike it’s American cousin does appear to have gotten more regular appearance updates. Similarly the Nissan Navara, which used to have styling identical to the Frontier, has left it’s American counterpart in the dust. Ever since the Tundra and Titan became more popular in the US, their smaller counterparts have been left to rot, and I believe a large part of that is to not cannibalize sales from their large siblings. Here in New Zealand, the Tundra and Titan do not exist, so the Hilux and Navara have been allowed to flourish. The Toyota Soarer might not sound familiar but sure would look familiar as we got it as a Lexus model, the SC-300. That said, all of these models are available almost every except the US, so no big shocks here.

Overall, I think the biggest surprise to me was the MkVI Golf GTI Cabrio (above) that I randomly stumbled across one day. I actually had to do a double take to make sure that it was in fact a “factory” convertible but the lines were so clean and it was molded so well into the car there was no doubt. Now, that isn’t a car I lust over, but it was nice to see. What I want is the B7 Passat R Wagon, the Holden Commodore Speedwagon SS-V and the Holden Ute SS.

Maybe in 20 years or so, one will be mine. For now, they will remain forbidden fruit that I lust after.

Fictional Movies, Real Racecraft

Mike C
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Fictional Movies, Real Racecraft

Yeah, I did that recently. Street Racer, released in 2008, came on SkyTV down here in New Zealand, and since I was feeling under the weather, I decided to give it a watch. Well… that was a mistake. It was bad, but it did actually talk about racecraft, which made me wonder how many fictional car movies actually talk about real racecraft, no matter how bad some people think they are.

In Street Racer, a former street (drag) racer ends up getting taught how to circuit race for the purposes of advancing the story and getting him redemption. The “straights are for fast cars, corners are for fast drivers” type line is actually said, although it might have been drag racing vs circuit racing, I can’t remember the exact wording. For extra credit, the racecraft is taught using shifter-karts. Carrying more speed through the corners, smooth inputs and out-braking your opponents are all things that get discussed on screen. Now how about some other movies that talk about REAL racecraft, not “granny shifting instead of double clutching like you should.” (Fast and the Furious).

Yes an actual matchup from Street Racer

Days of Thunder is a movie a lot of people either love (because NASCAR) or hate (because NASCAR) but it does talk about some actual concepts. Grip, down force, the difference between loose and tight, drafting, tire wear and the slingshot technique are all things they discuss. “The tires are half as wide and the car weighs twice as much.” – “Loose is fast and on the edge of control.”  There are some great one-liners in there. Granted, the slingshot discussion involves two sweetener packets heading up Nicole Kidman’s leg to the *ahem* finish line, but it is still discussed.  It also gets some extra bonus points in my book for talking about the topic of race car drivers and concussions back in 1990 when it is still a taboo discussion as Dale Earnhardt Jr. has proven recently since his retirement.

The Disney-Pixar Cars movies have also had some good racecraft discussion for the budding automotive enthusiast, but unlike the ones I just mentioned, these are much more liked. Cars has the famous turn right to go left scenes where Lightning McQueen is learning how to drift through the corners on a dirt track. It also gets extra chops for having Paul Newman, a racing man in his own right, voice the experienced Hudson Hornet teaching McQueen his racecraft. Cars 3 is actually Days Of Thunder but animated. Your hero has a horrible crash, loses his nerve, has to fight his way back and talks about the race craft of drafting and finding the openings in traffic to move through the pack. It even ends at Daytona. Nothing is new in Hollywood… LOL.

Fast & Furious: Tokyo Drift.  Yes, I just mentioned Tokyo Drift after mocking the first Fast & Furious above, and it is probably one of the most hated Fast & Furious movies, but hear me out on this one.  Tokyo Drift is a movie that spent a lot of time discussing drifting while the lead of the movie tried to learn.  I was on the fence about including this one, but of all of the Fast & Furious movies it is probably the one that takes itself most seriously.  No undercover cops and super villains bent on world domination, and no 5 minute 1/4 mile drag race sequences.  It also spent the most time seriously discussing an automotive discipline out of all of the other films in the franchise. Sure – it goes over the top, but all of the movies on this list do!

While doing the “difficult” research for this article, I added a movie I had never seen before to the list of reference materials, Born to Race: Fast Track. This movie actually has some serious cred in this arena as the movie largely takes place at a racing school at Willow Springs Raceway.  It basically starts with Eric M and Sam H racing down mountain roads (MkIV R32 vs Subaru WRX) and has enough Celicas in it to get Racer Ron S excited too.  Heck, Tania M basically makes an appearance as the one female at the school who is also driving a MkIV GTI… LOL!

At the race school they spend a bit of time talking about the line in a corner, car control and smoothness and there are scenes that will somewhat resonate with the coaches in the group as they spend time sitting right sight coaching their team mates to improve their lap times.  Even the racing scenes are better than your average racing movie. The time spent at the Pep Boys Speed Shop amuses me considering how much some of our members have had done at the one in Glen Burnie, MD.  It is really funny how many pieces of the movie related to GTM members. No VW Bugs though.

There were other movies I have seen and even re-watched to see if they would make the cut, but didn’t.  Need for Speed doesn’t have any racecraft discussion in it, even if the lead character was a skilled driver who grew up racing.  And in Driven, the only thing that is really racecraft related is the announcing during the racing, which is pretty damn good, but really just enough for the people who watch real racing to be content.

Now, I am not saying go out and watch all these movies, especially *not* Street Racer.  Please, save yourself, and don’t watch it!  I just wanted to point out that sometimes you can get some basic automotive knowledge from even the worst car movies. It can serve as an easy way to get people to understand some of the concepts of racing without forcing them to sit down and read racing theory books.  It also can serve as a gateway for aspiring gear heads to go absorb some knowledge and get that passion growing within them.

Hollywood takes our passion for cars seriously enough to be accurate with at least some of their depictions of Motorsports and that is refreshing. They will also go over the top and present unrealistic situations for the sake of drama, but by keeping the science and physics of racing at least based in reality, it means car people like us can enjoy the movies more because we don’t want to yell at the writers and directors for making extremely stupid scenes.  You know, like having the laptop that controls the ECU and Nitrous start screaming “DANGER TO MANIFOLD” as the rivets for the floor pan suddenly start popping off.

The car is so “fast” it is blurry in HD.

And just to be clear, I actually enjoy the Fast and Furious series of movies, I just don’t take them seriously.

GTM’s European Vacation: Dallara Automobili

Tania M
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GTM’s European Vacation: Dallara Automobili

Grab your wine, some parmigiano cheese and prosciutto – sip back and enjoy a tale with its beginnings in a small town in Northern Italy called Varano de’ Melegari. A recent trip to Italy to visit family brought me through this quaint little town more than once. And, full disclosure, I forgot that I had been here before when I was only ~7 years old, and was brought to Varano to see the home track “Autodromo Riccardo Palletti” – a ~1.5 mile road course originally started as an oval track in 1969 and expanded twice, first in 1972 and again in 2001. The track is currently named after a Milanese Formula One driver, Riccardo Palletti, who unfortunately barely got his career going before his untimely death at the 1982 Canadian GP.

As the sign says: Benvenuti in la terra dei motori (Welcome to Motor Valley)!

Disappointingly, this trip did not allow time for visiting the track (darn…), however, this is not the only reason why this town is dubbed Motor Valley. It is also the home of Gian Paolo Dallara, headquarters for the race car manufacturer of the same namesake, and home to the newly opened Dallara Academy (which opened to the public on October 13 – lucky me! My last day in town!).

But wait a second… I’ve never heard of a “Dallara” racecar… Well, well, are you sure about that? Have another bite of that parmigiano. Mmmm-yum.

A brief history

Mr. Dallara earned his degree in Aeronautical Engineering from Milan Polytechnic and began his career in the racing department of Ferrari. After 2 years he jumped ship to Maserati, and after another 2 years jumped ship again to Lamborghini where he helped conceive and design… wait for it, the…

Yes, the Lamborghini Miura! (His start was really on the 350 GT and he followed the Miura with the Espada). It was pretty much all downhill from here. Following his days at Lamborghini, he made a quick jaunt with De Tomaso, before finally being ready to go it alone, and started Dallara Automobili in 1972.

The company specializes in chassis design and aerodynamics – consulting and designing for some well-known brands you’ve never heard of …. Williams F1 cars, Indy cars, Lancia Stratos, Lancia Beta Montecarlo, Lancia LC1 and LC2, Ferrari F50 GT1, Audi TT DTM, Bugatti Veyron, Maserati MC12, Renault RS01, KTM X-Bow, various GP2 and GP3 cars, Formula Super Nissan, F1 Scuderia… just to name a few.

So what of the Dallara Academy?

As its name would suggest, it’s an educational institute. Students from all over the world trying to earn their Masters Degrees in race car engineering can go there to take classes in “Racing Car Design.” It’s also a museum open to the public displaying some iconic race cars and guiding folks through the history of the company.

Now if all that wasn’t enough, Dallara decided to manufacture a car to bear his name, and in 2017 the first Dallara Stradale was born. The car can be (and was) seen cruising the mountain roads of Varano.

The 2017 Dallara Stradale – the first production road car by the company. For all those pony fans (not the prancing kind), the Stradale features a 2.3L I4 turbo ecoboost Ford engine! Woooooo.

Now if a quick jaunt across the Atlantic is out of the cards for you, perhaps the next time you find yourself in Indianapolis you can make a pit stop at the Dallara Indycar Factory. According to their website: “The Dallara IndyCar Factory offers visitors the chance to explore 23,000 square feet of interactive and hands-on exhibits centered around the engineering and technology of the world’s fastest sport! Take a walk through a tunnel filled with IndyCar blueprints and design concept drawings or sit down and relax in our theater as you catch up on the history of Gian Paolo Dallara and his company, Dallara Automobili!” The Factory also boasts the ability to go for a ride in a street legal 2-seater Indy car, as well as simulation time with iRacing. How intriguing.

> Plug over. Now back to your regularly scheduled reading. <

I, for one, learned something new on this trip. I had no idea the true depth of the Motor Valley, nor the many contributions Dallara has made, and continues to make, to Motorsports.

Grazie Dallara and Arrivederci!

The Man, The Myth, The Legend

Eric M
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The Man, The Myth, The Legend

I was never planning on diving deep into the history of Lee Iacocca, but after reviewing “A Faster Horse” – a documentary surrounding the creation of the 6th generation Mustang on Netflix – the film stirred up a name I hadn’t heard in years: “Lee Iacocca.” – This mysterious, legendary, near mythical name, was thrown around a lot when I was a kid.

Tune in everywhere you stream, download or listen!

Listen on Apple
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But who was this masked man? – Not knowing any better I always put Lee up there with Perot, Kissinger, Rockefeller and others as “some old business dude” – pretty generic and never really knowing what people were truly on about. Later – admittedly still not knowing much – I came to realize one thing to be true: like John Z. DeLorean, Iacocca was a icon, and a car-guy. In October, as fate would have it, I stumbled across this 34 year old tome. A well kept copy of Iacocca’s autobiography was hiding along the shelves at a vintage store. And, for the low-low price of $1.00, why not grab it?

After a few days of light reading… 

Every great story has a beginning, and most recounts of a person’s life all start about the same: “It was never easy for me. I was born a poor black child. I remember the days, sittin’ on the porch with my family, singin’ and dancin’ down in Mississippi…” — Steve Martin as Navin R. Johnson in “The Jerk” – 1979.

So you can imagine how this goes: Iacocca – born and raised by Italian immigrants in Pennsylvania, does some schooling and ends up working for Ford in the late 1940s. #micdrop.

Saving time, I’ll also condense Iacocca’s early years for you: after getting his mechanical engineering degree at Lehigh University and being recruited by Ford Motor Company, he and 50 other new engineers were in a year long rotational program exposing them to all aspects of how Ford operated internally. After graduating from that program, he and a few others decided they much preferred to be in sales. Iacocca knew that if he stayed in the shadows at Ford (and he may very well have designed some cool feature, part, or even a car) he would be stuck where he was. His ambition, and maybe ego, drove him to seek higher ground – out in front of the customer.

Even today, there is no formal training for sales people. They say “people are just born with it” – whatever that means – but like most people that want to move ahead, quickly, sales is the place to earn or burn. If you under promise and over deliver, management is happy and the recognition and opportunities are lavish. So, why is Lee’s story important to the automotive industry let alone motorsport?

>> Fast forward to 1961

Iacocca has steadily moved up the ranks. The overall impression depicted of Ford at the time was that the company had plateaued and lost touch with the changing market climate. The cars had become lack-luster and unattractive, most notably with the introduction of the bargain basement Ford Falcon some years earlier. By this point, Iacocca was what by today’s standards would be called a “business unit manager” and he was leading a clandestine tiger-team of engineers to develop a car that would reignite interest in the Ford brand, especially after the Edsel fiasco. In Iacocca’s opinion it was better to seek forgiveness from the upper management than beg for their permission. “Project Cougar” (the original name for the Mustang), was underway.

Iacocca is often credited as “the father of the Mustang” and as the project lead, some of that is probably true. But then credit is also given to Joe Oros, the design studio head. However, through an internal competition, Dave Ash is the engineer that put pen to paper and created the Mustang  design that won over 6 other submissions. In what was typical cost cutting measures of the times, the original Mustang was built on top of a slightly modified Falcon chassis. The price point was right, the timing was right, and the Mustang took the world by storm. In retrospect, Iacocca didn’t become famous inside of Ford because of the car, but because of the sales numbers it drew: the Mustang sold 418,812 cars in its first year at a price point of $2,368 – that’s just shy of 1 billion (with a B) in gross sales – in 1965 dollars. The adage in sales is “you’re only as good as your last 2 quarters” , and Iacocca had definitely locked in his future for the next few years.

Held in some regard as a “fixer” , Iacocca was moved to the Lincoln-Mercury division. He had repeat success for the dying brand by pushing the new Cougar (based on the ‘stang) and Mark-III (based on the t-bird) to debut riding the coattails of the Mustang hype. After his “three-peat” of successes, Iacocca was eventually moved into the position of President of Ford Motor Company, making him Henry Ford II’s right hand man. Timing always seemed to be on Iacocca’s side, at least according to the picture painted in the book. For example, he dodged a bullet when interim Ford President Semon “Bunkie” Knudsen undid “the mustang mania” by making it bigger, wider, heavier, and more costly. Sales plummeted. Iacocca would also see success in Europe with the launch of the Fiesta during the oil crisis. The Fiesta was a name – that until recently – had all but disappeared from the Automotive landscape.

>>>> Fast Forward again, to 1979

Sparing you the details, Iacocca is “forced to resign” from Ford Motor Company and takes the helm of a nearly dead Chrysler Corporation a few months later. Successes with the “K cars” (the Aries being the most famous), front engine front wheel drive vehicles, boosted sales during a tough economic downturn in the early ’80s. Along with the debut of the “Dodge Caravan” – the first real “people mover” in the US that appealed to the masses in the same way the VW Type-2 “micro Bus” did in the ’60s – helped return Chrysler from the grave. Pushing to acquire AMC for their “Jeep” line was another bold and prosperous move for Chrysler under Iacocca’s tenure. It really seemed as though Iacocca had some sort of Midas touch, but in his book, he’s quite humble about all the vehicle successes and places more of the credit on managerial, organizational and cost cutting procedures he implemented inside the companies. At Chrysler, he was also very fortunate to be able to recruit from his network of former coworkers, who were also dismissed from Ford, to help right the ship.

I feel that the reconstruction period at Chrysler during Iacocca’s tenure can be easily summarized by this parody (below) about Dodge Aries owners. Take a look.

So what does this all have to do with Motorsport… two very important things: 1). Had it not been for Iacocca’s determination to prove Henry Ford II wrong about the need for a 2+2 sports car in the mid ’60s, the Mustang would never have been born. The Ford Motorsports program took on a whole new direction as popularity with the Mustang grew. Ford could now leverage another vehicle, more importantly a production vehicle, instead of something highly specialized like the GT-40 in their racing endeavors. It also gave the weekend warrior a car he could easily access, modify and take to the track.

2). Iacocca had the vision to re-partner with Carrol Shelby (as he had in the past at Ford) to green light “Project Viper” in the late ’80s. Under Iacocca’s tenure we saw the first Viper hit the streets in late 1992, and like the Mustang in ’64, it was something new, something special, something unforgettable. The Vipers development – housed in a separate facility with only 50 people assigned to it – also gave birth to the “SRT” division whose badge still graces many high performance Chrysler products today.

Both the Mustangs and the Vipers have had great racing careers, are both highly sought after, and continue to turn heads today. Had it not been for Iacocca’s vision to green light these programs and his love of all things automobiles, I believe the motorsports (and the automotive) landscape would look very different today. Can you imagine a world without the Mustang? or the Mini-van?

Unfortunately, many of the vehicles Chrysler produced during it’s resurrection aren’t something held in high regard as collectors items and even on a recent trip to GTM Sponsor: CHAZ’s Used Auto Parts, I counted four Iacocca-era Chryslers stacked together (below from left to right: the LeBaron, New Yorker, Omni and Shadow). But these cars – describe them however you like – were some of the cars that kept Chrysler from going under.

I learned a lot from this book and it hit close-to-home in many ways. I was able to expand my knowledge not just about the inner workings of the automotive industry, but also about being an effective manager. What it takes to be a “charismatic leader,”  and also navigating through the turbulent world of sales. The book holds many pearls of wisdom that are still relevant today.

Looking back, Iacocca is often regarded as a titan of industry and a hero. Though I am doubtful that Mr. Iacocca – at 94 years old at the time of this article – will be reading this review, I will tip my hat to him just the same. With utmost respect and sincerest sentiment – on behalf of the folks at GTM HQ …
Thank You, Lee.

A Faster Horse

Eric M
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A Faster Horse

“A Faster Horse”  is a documentary available on Netflix that takes viewers behind the scenes into the stressful and artistic world of car design. Never before were cameras allowed into the inner design rooms at the Dearborn, Michigan Ford facility where all the Mustangs have been created since the very first one. This inside look takes us through the evolution of the Mustang. The piece sets up as a retrospective for the Mustangs 50th birthday, but also focuses on the 2009 automotive downturn in the US.

After watching the film, I definitely came to a new understanding of Mustang history and its engineering. Despite all the outside pressures, in 2014 – Ford made a crucial jump and decided it was time to redesign their crown jewel – from the ground up. But for me, one of my biggest misconceptions around the Mustang was the number of “redesigns” there have been. The Ford team explains that there have only been 6 generations (including the current platform) put into production. The year-to-year changes, especially in the early generations were just face lifts on the same platform.

  • 1962-63 (prototypes)
  • 1964-1973; Gen 1
  • 1974-78; Gen 2
  • 1979-93; Gen 3
  • 1994-2004; Gen 4
  • 2005-2014; Gen 5
  • and 2015+ (current); Gen 6

I was also surprised to find out that more than 9-million Mustangs have been sold in over 50 years; and for a two-door sports car, that’s is a respectable metric.

The film does a great job and blending in archived footage from Fords history including interviews with Lee Iacocca, Carol Shelby and Henry Ford II. But more importantly it sets up interviews with key designers and engineers who have worked on the Mustang line through its 50 year run, including the original designers.

Watching the teams work on the 2015+ platform was insightful and educational. Some of their arguments and outcomes during meetings and in testing were enlightening. It was great to see this process from an insider view and shed new light on how cars are built today. For me, it answered some looming engineering questions … especially those I’ve always expressed – usually in frustration: “if only they’d spent an extra 10-cents!!!” — If you’d like to learn more about Automotive Engineering and the Mustangs journey, be sure to check out this film. Enjoy!

The battle against Brake Dust – cont’d

Eric M
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The battle against Brake Dust – cont’d

Back in April, I wrote about techniques for taking care of your Track Rims. After some serious rounds of fighting with the dirt, grime and brake dust that afflicts my white wheels, I continued to do research on chemicals and techniques for keeping my wheel investments tip-top. An older, and maybe lesser known, product is Zymol’s “Coat” – marketed as a protective “wheel wax.” It is made from natural ingredients including things like “spearmint oil” and claims to repel brake dust and other road grime.

I recently received a brand-new “fresh from the factory” set of Team Dynamics wheels (above). These are a painted silver finish and look great. Despite my wheels being new, I followed the directions and quickly washed the wheels.

Shake well and spray down the wheels giving them a nice thick coating of the liquid wax.

Allow the solution to dry for about 20-30 minutes. Once the drying process is complete you’ll notice most of the solution has evaporated and a small amount of what looks like “blueish water spots” remains on the surface. Zymol recommends you give the wheels a quick buff with a terry cloth to smooth out the finish. (much like waxing a car).

Next step – mount on your car, go to the track and HAVE SOME FUN!
My first test was probably one of the best conditions I could have hoped for: 3-days at Watkins Glen with mixed weather conditions. Rain is always the worst enemy causing the brake dust to quickly adhere to the wheels and rust.

As you can see in the picture above, the wheel is covered in a fine layer of dust and track grime. Zymol’s claim is all you need is a light wipe with a terry cloth and everything should come off the wheels. Hmm...

Terry cloth in hand… let’s do this. #sendit

I did my best to photograph, before/after in the same spot so you could easily see the differences. You can see the remaining grime around the valve stem and wheel hub where I purposely didn’t wipe. The results were better than I expected!  – Zymol’s “Coat” really does do what it claims. There was little effort to remove even the most caked on grime, and the wheel had very little clag as well. Despite the cost ($26 for 8 oz – available on Amazon), I am very happy with the results, and plan to use this not only on my race wheels but also on my daily drivers. #knowingishalfthebattle.

Live Demonstration!

…And after 5 on-track days of brake dust abuse,

… an almost “like new” result after a proper cleaning (below).
Note: I also reapplied the Zymol Coat for good measure once I was done! 🙂

Merry Motoring.

Car Masters Season 1 – Rust to Riches

Eric M
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Car Masters Season 1 – Rust to Riches

I am not generally one to fall prey to watching a reality television show. I just don’t like them. The drama is often contrived and the the flow of time is manipulated to create artificial stress. Not to mention the casts are generally an insufferable motley crew that make you want to throw things at the screen. Lately I’ve been on a tear of reviewing “motorsports related” programming that is available on streaming services and I stopped for a moment to watch the trailer for Netflix’s premiere season of “Car Masters: Rust to Riches.”

What really hooked me was the opening of Season 1 where the premise of the show is clearly explained. The idea is to mimic the “red paper clip – trade up” many of us might remember from a few years ago. Whereby a young man wanted to see how far he could take “the barter system” and see if he could find a way to start with a simple object (a red paper clip) and continue to trade/barter until he ended up with a house.

Tune in everywhere you stream, download or listen!

Listen on Apple
Listen on YouTube
Listen on Spotify

**[editors note] Looking for Car Masters: Season-2 review?, click here. 

Welcome to Gotham Garage!

The Temecula, California based Gotham Garage’s new business venture was quite similar, start with a $1000 vehicle and build something worth trading for another vehicle, build, repeat, until finally having a vehicle worth $100k+ dollars – or what they refer to as “the 6 figure pay day.”  Gotham Garage and its owner Mark Towle are no strangers to building custom cars and there are even other shows about their work. The show follows the journey of the Gotham Garage team for the better part of a year. They are a small crew: Mark (owner, lead designer), Shawn (the wheeler-dealer), Tony (the machinist), Caveman (the mechanic) and Constance (the engine builder).

From the first car they build – a 1964 Ford Thunderbird “rocket car” (above) to the last – an authentic 1955 Lincoln Futura replica (below); the show keeps you engaged the whole time. Some builds are split up across multiple episodes leaving you with a tinge of “cliffhanger” moments, but not really… let’s face it, I’m binge-ing this so it’s easy to plow through a few 30 minute episodes. It’s definitely not “couples cuddling time” programming, but my wife was able to watch with me and found the build process interesting and the results of the work impressive. From a “non-car-person” perspective, I think that speaks volumes.

Overall “Car Masters: Rust to Riches” doesn’t have the typical drama of a reality program but more of a documentary format with moments reminiscent of “the Office” and its breakaway monologues. The result is a lot of long hours dutifully recorded and compressed for the audience. Whatever was left on the cutting room floor during production doesn’t seem to matter, it probably would have taken away from the builds. The candid and simple nature of the format showcases some really creative, innovative and unique design and engineering work. For me, some of the work that Tony and Caveman were able to accomplish was incredible, and made me want to continue watching to see how they might tackle the next issue or set of requirements. I was pleased to see that the team gets along well personally and work together flawlessly, which made the viewing experience even better compared to other shows in this genre.

Splittin’ Image

Aside from the Futura (which you might also recognize as the 1960’s Batmobile), I would say the second most complicated build the team took on was a scale replica of the famed 1968 Hot-wheels “Splittin’-Image” toy (pictured above). I actually had one of these – in dark blue – as a “hand me down” so I was intrigued to see how they might scale up the toy. The team based their replica on top of a ’87 Corvette (C4) which by calculations had the same scaled-up wheelbase as the toy and nailed all the aspects and details of this concept car. It was even painted to match the rare hot-wheels magenta color as pictured above. In a more recent image of the vehicle (below), it looks as though it as has been repainted by the owner, along with the addition of some C6 wheels.

There are definitely some other really cool builds and projects in the show, but I don’t want to spoil the series for you. Moreover, since I’m not a TV or movie critic, I won’t be giving “Car Masters: Rust to Riches” an official view-o-meter percentage of pleasure-ability score.  As a motorhead, I’ll leave you with this: The 8-episode run was worth the watch and I am looking forward to a Season 2 – if Netflix and Gotham Garage decide to continue on. Until then, be sure to check out…

“I’m looking for a used car, any suggestions?” – a VW buyers guide

Various Authors
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“I’m looking for a used car, any suggestions?” – a VW buyers guide

It’s not uncommon for us to receive an email like this from friends or co-workers. Mind you, the emails we get are never more detailed than what you see above, but it’s enough to start the conversation. The next logical questions are obviously: how old?, how many miles? and what’s your budget?

It’s always a blessing when you get clarification that the driver doesn’t want a Type-411 “Square Back”, Type-2 Bus or Beetle from the late ‘60s. Generally, folks are looking for something built in either the last 5 years or the last 10-12 years based on their budget. With that extra bit of information we can usually make a base level recommendation. These are aren’t always for or against purchasing a VAG product, but based on living with these vehicles everyday for generations, some of us at GTM might know a thing or two about Volkswagens.

The original “Beetle” was the longest running production car ever made, globally (first sold in 1938), even though sales of the Beetle ceased in America in the late ‘70s, production and sales continued in Mexico and abroad until 2003! It’s true, you could still buy a vintage style Beetle right alongside a “New Beetle” built in the same factory from 1998-2003!  #trivianight. The “New Beetle” was originally introduced to the masses as “the Concept 1” in 1997-98, to inspire a generation of hippies to upgrade from their current Beetle to a new one with air-conditioning.

The base MK4 family: New Beetle (left), Jetta (center) and Golf (right)

Stereotypes about the Bug aside, there are a couple of *GOOD* things about the first generation “New Beetle” based VWs. Being built from 1998-2010 on the same Generation 4 (aka “MK4”) chassis that the 1999-2005 Golf/GTI/Jetta and Audi-TT makes for a large existence of support for all of the models and their variants. The MK4 chassis was unique in the VAG “A-series” evolution (not to be confused with Audi A4, etc) as it stands on its own compared to the MK1-3 and MK5-7+ cars. The MK4s also have a huge aftermarket and OE parts availability, as well as “new” products continuing to be developed for a platform that went End-of-Life nearly 13 years ago.

Items to consider when purchasing any MK4-based VW

  • Stay away from the early cars 1998-2001; Why? – VW was still sorting out some of the issues with the MK4 platform, and there were many “half-year-splits” and recalls on parts. This isn’t a major deal breaker, but VW improved upon the MK4 in the later cars saving you some headaches.
  • Any MK4 with the 2.0-litre (non-turbo) also known as the “2.slow” is going to be just that … *SLOW* – don’t expect a lot. They often get somewhere in the high 20s/low 30s on MPG – it really depends on how you drive it. The 2.slow literally makes 110hp – when it was new – its the same base 8-valve VW has been producing since the ’80s. It’s a motor that will last forever as it’s rather under-stressed. The 4-speed automatic that it is strapped to … well, that’s another story. It’s a slushbox and a junky trans compared to other offerings in the same vehicles.
  • The 2003 model year for the entire MK4 line up saw some big changes esp. to the 1.8-turbo engine, the most sought after engine is coded “AWP” and with it, the addition of variable valve timing, more power – bumped from 150hp to 180hp, and other odds-ends. In general, the 1.8-turbo is the engine to have if you wanted something with “pep or tunability”; the 1.8-turbo cars came with a variety of transmissions: 5-spd manual, 4-speed auto and 5-speed “tiptronic” auto. In the manual a 1.8-turbo can get low 30s MPG on the highway.
  • The VR6s – there are no VR6 (2.8-litre 12/24-valve, or 3.2-litre) powered Beetles, except in Europe (RSi Beetle); only the GTI, Jetta and TT came with that engine option.
  • In 2002-2004 there were also a limited edition series of MK4s: “The 3-3-7”, “The 20th Anniversary Edition”, “The Beetle Turbo S” and “The R-32” to name a few. All of these are considered “specialty models” in the VAG community, with fewer and fewer on the road, they are difficult to find and more expensive than their standard counterparts. Most, but not all of the specialty cars come in 6-speed manual and different body components.
  • In 2006, while the rest of the A-series line-up was upgraded to the MK5 chassis, the Bug remained on the MK4 platform but received a face-lift, as well as the addition of a Cabriolet (convertible) variant for the first time. The 2006+ bugs ditched the 2.slow for the 2.5-litre 5-cylinder (from Audi fame), which makes about the same HP as a bone stock 1.8-turbo and gets about the same MPG. The upside to the 5 cylinder is it’s a bulletproof engine, it revvs like a 4 cylinder and has torque like a 6 cylinder, and no turbos to worry about, and they sound pretty mean with an exhaust! The 5-cylinder comes with a couple transmissions options: Manual, 5-speed tiptronic and 6-speed DSG (direct sequential gearbox). The 2006+ bugs come with a lot more creature comforts, as well as some body restyling. But underneath it’s still a MK4.
  • And let’s not forget, there are the 50+MPG DIESEL (labeled TDI) cars. They’re not going to set the world on fire in terms of performance, but the MPG is second to none. These are pre-diesel-gate TDIs so nothing to worry about there. These came in 5-spd manual and 4-speed auto. The early models carried the ALH (90 hp) diesel until 2003, then upgraded to the BEW (110 hp) diesel through 2005.

What to look for when searching for a MK4

  1. Check for wetness under the front carpets (especially on cars equipped with a sunroof), usually this means the drains are clogged and the headliner needs to be partially dropped to remedy / clean. It’s a good practice to blow compressed air through the sunroof drains once a year to make sure they are flowing correctly. There are 4 ports total (2 front, 2 rear).
  2. Check for wetness in the corners of the trunk, esp. behind the tail lights, remove the liners and look under the spare tire for any signs of wetness or rotting. This is usually a sign the car was hit, or the trunk seals are bad. One other possible reason for wetness there would be that the rear windshield sprayer tank (or lines) have cracked and it’s leaking; usually you will see a residue witha neon-blue tint if this is the case.
  3. For the Bug specifically, the bodies are 50/50 fiberglass and galvanized steel so there should be very little if any rust, unless the car was hit. It’s really tough to make those large swoopy fenders in steel anymore. As for the rest of the MK4s it’s more steel than plastic.
  4. It is NORMAL for the headlights to turn a “milky” color as the lens are plastic and they tend to turn overtime / neglect. If you find a MK4 with super clear lens they have either been replaced or upgraded to glass lens from Europe.
  5. It is also NORMAL for the interior plastic parts to feel a little “sticky” as the finish (which varies from car to car) is a flat, rubberized type of plastic. This feeling changes with temperature / humidity.
  6. Beetle Only: Any beetle with color matched door panels (inside) and wheel inserts has XM radio these were known as “satellite beetles”
  7. If you can look down from the top (or up from the bottom – only if the skid plate is missing) look for signs of oil leaks between the motor and trans, that is an indication of a failing rear main seal. It’s a $12 part, but requires the transmission to come off to replace.
  8. Look for any signs of coolant leaks, especially around the cylinder head on the drivers side, usually an indication that the plastic fittings (which can be replaced with metal) are failing. This is cheap to fix, and we usually partner it with a timing belt service, replacing the thermostat housing, primary radiator hoses and other known-to-fail parts.
    • All VWs *should* use either pink/purple factory coolant or orange Dex-Cool coolant. If the car has yellow/green anti-freeze it needs to be flushed out immediately as those types of antifreeze are not designed for aluminum cylinder heads (this applies to all MK4 engines).
  9. If you see a “dark green” oil under the car – that’s a power steering system leak. You’ll also hear the pump whining when you turn the wheel lock-to-lock when sitting still. This will need to be serviced *soon* – running the pump/rack low on fluid can cause serious damage to either component. The culprit is usually bad crush washers or the compression fitting on the power steering line where it changes from hard-to-flexible-to-hard again.
  10. Only applicable to 1.8-turbo cars: On your test drive, and if the brakes feel spongy after driving hard or “need to be pumped” to stop its not usually a problem with the brakes so much as the brake booster, these are known to fail on the high mileage MK4s, and it’s the result of a $6 check valve that fails and blows out the booster. The booster change job is an absolute nightmare, and not recommended as a DIY, its absolutely frustrating.
  11. Some MK4s, but Bugs especially, have issues with the door lock mechanisms freaking out – *never* leave the car running with the windows shut, *ever* – the car might lock on you, leaving it running with the keys inside… or better still the alarm goes off randomly (always in the middle of the night) or the car unlocks for absolutely no reason. VW recalled/updated the parts but not all cars received those fixes.
  12. Always remember to check the gas tank and trunk switches to make sure they work. For whatever reason, these switches are positioned in such a way, that if you ever opened the windows on a rainy day (say at a toll booth) the water would make a bee-line straight for those switches. Operating the switches you should hear the solenoid activate from inside the car, and the gas filler door and trunk should open. If they don’t, it’s either a problem with the switches or the solenoids. Again, these are known to go bad on some cars. If you have to pull on the switch a couple times to get the gas filler open, it’s a solid indicator those mechanisms are going bad.
  13. Lastly, see if there are any records on the car, you really need to know if/when the timing belt was changed; service interval is around 80k. High mileage isn’t necessarily a scary thing on any of the engines, but newer the better. If you do get a MK4, I would recommend an immediate Timing Belt, Water Pump, etc service. 5-cylinder and VR6 models are exempt as they use chains instead. On a 4-cylinder MK4 doing the timing belt service yourself is about 4-6 hrs labor, and $200 in parts (depending on quality).

This all might sound like a turn off, but it’s just minor stuff, we assure you. Maintaining a MK4 is pretty reasonable and you can source nearly all your parts from www.ecstuning.com ; and because it’s german, if you don’t plan to do some DIY you definitely need to find the right shop to take care of it, so that you’re not stuck paying dealer prices. We have a few we can recommend.

We could go off about safety ratings, Consumer Reports, J.D. Power & Assoc. Awards and the like, but that is all research you can do on your own if it helps make your decision for/against a VAG product easier. But all that aside, owning a Volkswagen is one of those purchases you’ll always remember, be it for the best or worst reasons. There is just something about them.

We’ve always appreciated the late-’80s marketing mantra from VW “for the love of driving” – which you’ll find to be true when you get behind the wheel. Some would also argue “if it doesn’t fit in a VW, you shouldn’t own it” playing to the “hot-hatch” nature of most A-series VWs including the Bug! At the end of the day, VWs are well engineered and generally easy to maintain, but like anything else – not to be neglected. If you take care of your VW, it will take care of You.

> ok, WOW – that’s a lot of information <

But wait, there’s more … continuing to answer the original question from the email there is also the latest generation “MK6” based Beetles which will be your 2011-current. Those come with 2.5-litre 5-cylinder and 2.0-litre turbo variants, in Coupe and Cabrio. Much newer, nicer and more expensive cars. 

  • Note: A late model MK4 based Beetle 2006-2010 can be picked up for around $6000 with reasonable mileage.
  • A good place to find a “run of the mill” Bug will be through Cars.com (try this link)
  • If you wanted to find something, slightly more maintained or “modded” you can always check out: VWvortex Marketplace.

… Stacy, we hope you found all this data overload useful, and if you need help searching, please don’t hesitate to give us a shout. We wish you the best, and hope that you will join the VAG community. Good Luck on your Search! – Abby. #FAHRVERGNUGEN

Paul Hollywood’s Big Continental Road Trip

Eric M
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Paul Hollywood’s Big Continental Road Trip

Only a few GTM members might recognize the name “Paul Hollywood” and for those that don’t, he’s one of the famed European bakers behind the popular “Great British Bake Off” which has gained popularity in America through Netflix. I won’t deny that both my wife and I enjoy watching the Bake Off quite a bit. I’ve often wondered if like a lot of British celebs… is Paul a bit of a “petrol head?” – thinking back, I don’t recall if I’ve ever seen him as a guest on Top Gear or The Grand Tour, so I figured – probably not.

Be that as it may – I was recently scrolling through the “Recommended for You” section of Netflix and was startled when I came across the title “Paul Hollywood’s Big Continental Road Trip” — hmm, maybe he was a car guy? – or was Netflix was just baiting me into watching some sort of travel cooking show? What finally pushed me over the edge was the supercars prominently displayed on the cover art.

Finding time to set aside to watch this 3-part mini series, my perception of Paul was definitely rewritten. Quoting some of the opening monologue of Part-1, I quickly came to realize Paul shares a lot of the same ideals around cars that many of us do: “I’ve been into cars for as long as I can remember … [cars] are more than just transport from A-to-B, they are a thing of enjoyment, they are a thing for me that I use to de-stress.” – Amen to that. #respect


Did you know that Paul drove for Aston? – Neither did I.

The plot of the series: in short – set about mainland Europe driving through some of the most gorgeous locations, twistiest roads in all sorts of different vehicles with a variety of guests in the right seat. With some Test Tracks and Factory Tours thrown in for added flavor. Paul makes a point in setting the premise for the show by explaining: “What really fascinates me is what cars say about their owners, and the people who made them.”  This is actually another car culture ideal I believe to be 100% true. #likecarlikeowner. Part 1 consists of a 1,000+ mile drive over 6 days through Italy and here are some of the vehicles featured in the first segment:

  • Lamborghini Huracan Spyder
  • Lamborghini Huracan Coupe – Polizia
  • Alfa Romeo Alfasud
  • Ferrari California T
  • Pagani Huayra Coupe
  • Pagani Huayra Roadster
  • Piaggio Ape 50
  • Alfa Romeo 6C Mille Miglia
  • Maserati Quattroporte GTS Grandsport
  • Fiat Cinquecento “nouva 500”
  • Fiat Panda 4×4, Series 1
  • Fiat Panda Cross, Diesel
  • Ferrari GTC4 Lusso
  • Lamborghini Miura SV

Parts 2 and 3 are spread across Germany and France using a familiar format carried over from Part 1. If you happen to have a couple extra minutes read about VW Part No. 199-398-500-A. #alwayslearning. I won’t give away all the spoilers, so you’ll have to tune in to see what happens in those episodes, but I can say they are quite enjoyable and the cars are cool. (The clip below, which we used in our Fascination: Fiat Panda article, gives you a glimpse into the show).

Overall, the series does a great job of mimicking the “epic adventure” format were accustomed to watching on other programs without completely copying them. At times it feels produced in the same way the Bake Off tends to flow, with moments of monologue smattered between the scenes. The series has a good blend of reality, history lessons and is thankfully kept light-hearted so as to not come off as a proper documentary.  The guests make the show feel a little bit like Sienfield’s “Comedians In Cars Getting Coffee”  but more in the vein of giving you cultural perspective rather than trying to make you laugh. The upside for non-car people is that the show isn’t all about the facts, figures and specs but keeps it high-level for all audiences. More importantly, as a petrol head it will definitely keep your interest. Enjoy!

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