Death of a Legend, last ride at Porky's in St Paul, MN

Photo courtesy of Autoholics

This was one of those places I always hoped to visit one day. With a future trip to the Car Craft Nationals held at the fairgrounds in St Paul, I have read for years about the legendary Porkys. Sadly, as I read today, such a trip will no longer be possible. Places like this, as well as Metro Detroit's Vinsetta Garage, are important parts of Americana in this country. They are a reminder of a different time, an era long gone, but not forgotten. It always saddens me when places like these are lost, as with them, decades of memories past/present/and future are erased.

Death of a Legend, Last ride at Porky's

I have also added this site to the side bar - Autoholics

Streetfire

Here's another great site for a vast variety of car videos.

Streetfire

Power Drifting Semi - Powered by Detroit Diesel

From the "Dare to be different" crowd, this is pretty sweet!

Hot Rod Muscle

Here's a website that concentrates on Hot Rods and Muscle Cars. The real honey hole of the site is the gallery section, loaded with tons of cool pictures. Unfortunately, the video section doesn't seem to be working. I've emailed the site, so hopefully the issue will be resolved. I've added a link in the side bar for future reference. Check it out.

Hot Rod Muscle

Mid-Life Crisis: Sorry, I'm not qualified

While I'm not there yet, the thought crossed my mind the other day. I'm now married, we have our first child, both of us have stable jobs, and I'm knocking on 35 years old. For me, I've always thought "mid-life" applies to those in their mid-40's to mid-50's. The typical Amercican family (or perhaps a recently divorced male/female), likely with teenagers, or perhaps grown kids. Maybe they had to sell off their toys long ago, or maybe they were never in a position to enjoy toys in life. In a nutshell, that's what I've always considered "mid-life crisis."

Now however, I question the validity of this so called "crisis." When I look in the mirror, and I consider where I am in life, I simply can't even begin to comprehend a "crisis" 10-15 years from now. Maybe I'm amongst the exceptions to the rule out there, one of the lucky ones.

At age 15, I already had a car, and it was rear wheel drive, V8 powered, and manually shifted via the 5 speed. When that car got cracked up, I replaced it with an even cooler V8 rear wheel drive 69 Camaro, that was by age 19. By 23, I built my first engine that broke the 500 hp barrier. Today, that car (with nitrous added) is knocking on the 900-1,000 hp door.

While I can't say I still own my first car, My current 1989 (same year) Pontiac Formula 350 in Maui Blue (also same) is about as close as you can get, minus the 5 speed, but with an extra 45 cubes and better handling. Slide behind the wheel, and I feel as though I've stepped back in time to 1994, pop in some 1980's Metalica and it's a done deal, though my bald had has replaced the buzz cut.

Sadly, the job market forced my hand and required the sale of my second muscle car, a 1970 Dodge Challenger R/T, which I had bought by age 24. Still, the fact that my dad now owns it, the sale was relatively painless, and I'm confident I will own that car again some day.

Aside from a hand-me-down 1990 Buick Regal, which served me admirably, I have only owned V8/rear wheel drive fun-on-wheels. I've admittedly had it pretty good, with maybe my only regret being that I went nearly a decade without my Camaro or Challenger being roadworthy. As for my wife? What can I say? The Camaro is off limits for sale as far as she is concerned. While perhaps she'd let the Formula go, why would we? The market for it in the condition it's in and mileage makes it a pretty mute point. She's only ever drove Dodge Dakota trucks, and wants a classic Mopar some day, preferably an early 1960's. A Dodge Caravan? (or any other mini van) not gonna happen on her watch, as she refuses to EVER own one of those hideous contraptions.

So considering I won't be the guy without any toys by "mid-life," how would people view any toys I bought during that period in my life? I wouldn't mind a Corvette some day, but considering my Camaro makes more power than anything on the road from factory, a Corvette would be a good handling car I could putz around in, and wouldn't be anywhere near the king of my stable. What about project cars? Considering I've "been there, done that," why would the age in which I would start a project change a thing?

Mid-life crisis? I'm convinced that such a term is reserved by those who are jealous, unable to obtain the toys from their past, or maybe life never offered up the opportunity to ever aquire those toys. I would hardly label somebody FINALLY able to get that car, or perhaps Harley they've always wanted, as having a crisis. How about Mid-life reward? A bit more fitting of term if you ask me.

2011 Super Snake vs 427 Cobra - Baddest Shelby Ever

The video comparison of the article featured in the May issue of Hot Rod Magazine.

Hawk's 1989 Firebird w/Magnacharged LS1

I'm not sure what the game plan for my '89 is yet, but I'm pretty sure it will revolve around some sort of LS engine. Naturally aspirated, turbocharged, or supercharged, I don't know. I do know that it will be along the lines of this wicked-awesome example built by Hawk's 3rd Gen Parts though.

Did I "Freiburger" my Camaro?

For anybody who reads car magazines, you already know who David Freiburger is. For those who have been long time readers, dating back to the 90's, then you know plenty about his 1970 Dodge Super Bee, and it's radical Hemi that led to the "Pros and Cons of a 10-Second Street Car," article published in the November '99 issue of Car Craft magazine. For those that don't know, well, you can read all about him here: David Freiburger's 1970 Dodge Super Bee Unearthed - Rumble Bee Revival.

As friends and long time readers know, my first car, a 305 powered 1989 Firebird, was totaled when a driver failed to stop at a stop sign. So, I can't vouch that I still own my first car, as Freiburger can with his 1970 Mopar. In my defense, I've owned my Camaro since 1996 (when I was 19), and later on down the road bought another 1989 Pontiac that was a step up. The replacement Bird wears the same Maui blue, is the Formula edition, and other than that is nearly an exact replacement. The only downside is as most F-body entusiasts know, you can't get a 5 speed with a 350, and I went for cubic inches this time around, though sadly miss bangin' gears from my first car.

Over the years, my Camaro has been used for many duties. Initially, it was my daily driver...when I didn't have it torn apart. I drove it back and forth to work while home from college. At college, I used it to commute back and forth to class. It was at college that I was labeled the "SuperSport" title, after learning of my somewhat unappreciated 7 am wake up calls when I attempted numerous times to first up my choke-lacking 350, and later, also choke lacking 454.

What led me to where I am today with the car is hard to pin point, as I feel there were multiple influences that forced my hand. First, I had a lot of friends back home, that with each passing year, built an even faster car. Secondly, I think seeing somebody's badass/over the top car at a car show or cruise night played it's own role. A nicely built car with a top notch paint job really turns heads, though you pass by with a beat up/bondo machine with a built engine with a rumble that girates your inner organs, and you won't take a second look at that show queen that passed by prior. Lastly, I think there is something inside of me, a little voice, that told me that a vintage muscle car needs a certain type of engine, and one that pushes the envelope in terms of streetability.

Freiburger stated that where he made his mistake building his 484 Hemi back in the 1990's was that the car wasn't fast enough to compete with the Fastest Street Car competitions, and it was too radical to be considered a street car. These days, I'm taking a step back, wondering, did I go too far? With nearly a nearly .700 lift solid roller, a 4,200 stall speed, and just shy of 6 mpg, will I end up regretting what I built? Will my Camaro end up a race car, trailered to and from the track? I honestly can't answer that question at this point, though considering this summer will be the first full summer in which the car is up and ready to go, I'll better be able to answer that question by next fall.

I suppose I'm lucky in a way, because as radical as my car is, there are approximately 70 car shows/cruises any given week in metro Detroit. Perhaps the maximum 30-45 minute commutes will be the saving grace, and keep the car just enjoyable enough, or should I say tolerable enough. I'm still a rebuilt or replaced rear end away from making it to the race track, but in my opinion, the low 10 seconds on the motor, with mid to low 9's on the NOS, are just where I wanna be. For me, they are by far the most fun cars to watch at the track. Wheels in the air/violent launches are way more enjoyable than the flat/controlled launches typical of most 7-8 second cars. Only time will tell how happy or unhappy I will be with this build. If I were a betting man though, I'd lay my money down on any future engines displacing more cubic inches, and putting down even more power.

My first car reincarnated, has served me well, earned it's keep, and deserving of it's own restoration and modification. I've pondered supercharged, turbo, and twin turbo options...though I think perhaps a nicely built all aluminum LS motor, naturally aspirated, backed by a 6 speed, would give me the road trip car I'm looking for deep down inside. Stay tuned, as in the coming months I'll be heading down to my parents to knock the dust of my Camaro, preparing it for cruise season. Massive burnouts will follow, and now armed with an HD video camaro, documentation will go beyond still shots!

Hot Rod Magazine Crusher Camaro Road Trip

Taking a road trip in a 67 Camaro with a blown big block, making 650 hp, and getting 9 mpg...sounds like a blast to me! From time to time, even after just getting my Camaro back on the road, I question if I went a little too far this time. I'm making in the neighborhood of the same 650-700 hp Hot Rod's car is. Problem is...or perhaps I should say, THE DIFFERENCE is, mine is 100% naturally aspirated, and likely closer to 700 hp.

I really don't know how it would do on a 1,000 mile road trip, but just as the Crusher Camaro, I'm sure I would need plenty of tools, as headaches would surely arise. In the end, you can't help but hold the utmost respect for the guys cruising down the highway in a gasoline chuggin' beast of a car, and the Crusher Camaro fits the bill.

Small/Fuel Efficient Car Sales Down. Surprised?

I could see this coming. There is definately a market for small, fuel efficient cars. The problem is, that market is limited. What will happen in the upcoming years will be interesting. Those wanting a highly efficient car, or even a hybrid, will often purchase one the moment they hit the market, or shortly after. Once those in the market for such a car have them, the perspective buyers starts to dry up.

The more pressing issues is the governement requirement for car companies to meet the standard of 35.5 mpg average by 2016. That is a pretty drastic increase in just a few years, and you can't sell people what they don't want. An underlying problem as to why the mpg average hasn't increased greater than it has is due to vehicle weight. With most full size cars tipping the scales 4,000+ lbs, it's no wonder they get the mpg they do.

If you were to take today's powertrains, drop them into cars built 15-20 years ago, you'd probably already meet the 35.5 mpg requirement. Cars have become fat pigs, with too many technological luxuries. Something is going to have to give, and I think it's the government that is going to have to budge. You can't force people to buy something they don't want, and you can't hold a company accountable for producing a product that sells.

The article from the Detroit Free Press:

Automakers are spending more than $50 billion to meet the government's 2016 fuel economy law, but consumers aren't buying enough of the fuel-efficient vehicles necessary to allow automakers to achieve the required 35.5 miles-per-gallon average.

Despite rising gas prices and new electric cars and hybrids, the fuel economy of Americans' new vehicles stagnated last year.

The 2010 average of all new vehicles actually slipped to 22.2 m.p.g. from 22.3 m.p.g., according to a report from Ward's Automotive Reports that examined calendar-year sales.

With unleaded regular gasoline now averaging $3.56 a gallon nationally -- up from a 2010 average of $2.84 -- car buyers are thinking more about fuel economy than they were last year. But replacing a large vehicle with a smaller one is farther than many buyers are going.

Hybrid car sales actually shrunk from 2.9% of new vehicle sales in 2009 to 2.4% last year. Sales of light trucks -- pickups, SUVs, crossovers and minivans -- rose to 51% from 48% over the same period.

Said Gloria Bergquist, vice president of the Alliance of Automobile Manufacturers: "For consumers to really change their buying habits, they must believe higher gas prices are a long-term change, and by long-term, they mean five years or more."

If automakers don't meet the standard four years from now, they could face fines if the law is not rewritten.

American still favor larger vehicles
There are now 160 models on the market that get 30 or more miles per gallon. Plug-in vehicles such as the Chevrolet Volt and Nissan Leaf now are available, as are 25 gasoline-electric hybrids. Even more are on the way as automakers rush to hit the most aggressive fuel-economy requirements since the government began regulating efficiency in the mid-1970s.

Yet, even as unleaded regular approaches $4 a gallon, consumer acceptance of high-mileage technology has been lukewarm at best.

In the first two months of the year, Chevrolet sold 602 Volts while Nissan sold 154 Leafs. In the same period, by contrast, Cadillac sold 2,793 Escalades and Lincoln sold 1,193 Navigators.

"Consumers are the wild card," said Gloria Bergquist, vice president of the Alliance of Automobile Manufacturers. "Americans have mostly chosen to buy larger vehicles. Crossovers accounted for 2.9 million sales last year, compared to 2 million for subcompacts and compacts together."

Still, the new standards have automakers under pressure to make sure each redesigned model is considerably more efficient than the one it replaces. The 2011 Ford Explorer with a 2.0-liter 4-cylinder engine gets 18 m.p.g. in city driving and 26 m.p.g. on the highway. The 2010 Explorer with a 4.0-liter V6 was rated at 14/20 m.p.g.

But if everyone buys a leaner version of the same vehicle being replaced, that won't be enough for automakers to meet the government's average fuel economy standard of 35.5 m.p.g. by 2016 -- unless they're selling mostly passenger cars and large volumes of hybrids, for which manufacturers earn CAFE (corporate average fuel economy) credits.

The U.S. Environmental Protection Agency found that the industrywide average last year improved slightly to 22.5 from 22.4 m.p.g. based on automakers' projection of 2010 model-year sales.

"We studied the 1970s and we looked back at the last couple of oil crises, and we found that the American consumer will buy small, more fuel-efficient cars for literally three to four months," said Rebecca Lindland of IHS Automotive. "And then three or four months later, we go right back to buying big cars."

She has concluded: "The change in consumer buying behavior toward better fuel economy is not aggressive enough to meet the 35.5 m.p.g. standard."

There are exceptions. Sales of Toyota Prius are up 47% this year through the end of February. Volkswagen is seeing sharp increases in the sale of its Jetta and Golf clean diesel models. But diesels, which account for 48% of new-car sales in Europe, make up less than 1% of all U.S. sales.

"Automakers have to work harder advertising their best mileage models," said Mark Cooper, director of research at the Consumer Federation of America. "And they're going to have to work harder to improve the mileage of vehicles consumers want."

General Motors touts its 12 models that get 30 m.p.g. or better on the highway. Ford is promoting its "Four over 40 (MPG)" -- Fiesta, Focus and hybrid versions of the Fusion and Lincoln MKZ.

"Our plan is to have the best fuel economy across the entire range of products," said Ford spokeswoman Christin Baker. "To some degree the buying habits are going to be driven by a variety of needs beyond fuel economy."

Based on EPA data, the adjusted fuel economy performance of manufacturers selling in the U.S. last year ranged from a high of 25.9 m.p.g. for Hyundai to Chrysler's 19.2. Credits for flex-fuel, compressed natural gas, hybrids and electric vehicles raise those numbers by at least 25% for the sake of meeting CAFE standards. For 2011, each manufacturer is required to reach an average of 30.2 m.p.g. for passenger cars and 24.1 for light trucks.

Although industry leaders are skeptical about the Obama administration's proposal to raise the requirement as high as 60 m.p.g. by 2025, they remain committed to hitting the 35.5 target.

"There's been a fundamental change in the industry's thinking," said AAM's Bergquist. "We looked at the world and we see a very precarious energy situation, and we would like this country to have a comprehensive energy plan looking forward."

Contact Greg Gardner: 313-222-8762 or ggardner99@freepress.com


Sales of fuel-efficient autos stall despite high gas prices