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Part 2: 1963 Chevy Impala Wagon Build Project

1963 Impala restoration project.

This is a story about an American classic that was acquired, rebuilt, and restored. Republished with permission from Neal Hartman. Captions, photos, and story are primarily by his father, Mark Hartman.

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June 1st, 2010:

So, the other day, the guy that is doing the restomods on my wagon e-mailed me these pictures for all of you to see. The dark colored 1969 Vette is the same one he has had for decades…it’s also the same car I blew my 1968 Firebird vert up racing in Galesburg back in 1974…before I met Neal’s mom. The other Vette, a 1976, is his wife’s toy.

Also, you’ll see some pictures of a 1926 Ford Model T that he recently restored.

Now you know…the wagon is in good hands.

Enjoy.

Rick’s Vette:

A customers 1926 Ford Model T. Was waiting to be finished before the wagon could go down.

Before:

After:

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June 3rd, 2010:

Got some new pictures of the wagon in the early stages of disassemble. According to Rick, the car is in pretty good shape considering it’s pushing close to 50 years old…almost as old as me.

Anyway, just some pictures of the rear cargo area, rear bumper area, tailgate and front end.
It’s all I have for now.

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June 5th, 2010:

The one thing that has not been talked about yet is the reason I spent so much time looking for this car.

In 1963 my father, James, bought a brand new one for his family. At that time I was 7 years old, and a new car was a big deal. It was the first car that he let me drive too. So as you can see this is a big thing to me.

The car was the same 936 Ermine white outside and the same 842 blue inside, 6 passenger wagon like I now own. My hope was to have the car bought before he passed away, but his time here on Earth was up shortly after I got the car.

No disrespect at all intended, but for me, the car will look stock in and out…the drive train only exception, as the sleeper will awaken!

The inside should look like this, but with a bench seat and column shift and the Dakot Digital dash because the LT1 and 4L60E trans would not hook up to the stock dash.

This is what the back end of the car looks like with the hidden luggage compartment. This isn’t my car either.

I thank you for your thoughts and opinions. That is what makes this country so great, we all have the right to think for ourselves. So again thank you and PLEASE keep reading.

And, also, thank you to my late father for the love of cars.

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June 6th, 2010

Well, after some digging, I found a picture of my dad’s wagon. Can’t remember the year, maybe around 1966, but here it is.

I am standing closest to the rear door with my one brother Eric and my cousin Kevin.

And this is the 68 Firebird vert I had back around mid-1973. The Mustang belonged to my other brother Scott, he’s the one standing next to the mustang.

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June 15th, 2010

Well girls and boys, Rick has been busy on the old wagon. I have been talking to him and the word is that all the glass but the windshield is out, the interior is out. All the moldings and drip rails are gone. The front fenders are off. As soon as he has time to breathe a bit, he said he would tease us with some bawdy pictures of the old girl striped down some. I am having a hard time finding the tires I want for the car. Does anyone know who has tires in the sizes 255x60x15 for the front and 275x60x15 for the rear. The rims will be Chevy Rally 7” and 8” for the old school look that I’m shooting for.

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June 17th, 2010

Ok kids, here is where the fun comes in. I’m asking for your help in choosing the right tires for the Chevy Rallies. In the front will be 15 x 7 and in the rear 15 x 8. The color is argent and there will be stainless steel trim rings and the disc brake caps. The back spacing is not set yet as Rick and I have not talked about it. We need to measure everything to get the offset just right.
But please let me know your thoughts. REMEMBER, this has to be able to drive from coast to coast in all but winter weather. G.O.B. gets finial judgment.

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June 20th, 2010

I know that this thread is centered around cars and all, but for this entry I would like to change it just a tad. Today I want to ask the Supreme Being to pass on to my Father a “Happy Fathers Day” as this is the first one without him for me. I hope he and my mom are watching the wagon build with smiles on their faces and joy in their hearts. I know we all have lost someone in our lives and it hurts, so today may they be smiling down at you, and you feel a warm glow. May you all have peace this day and I’m sorry it is so late.

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June 22nd, 2010

Got an update for you, but it’s not for the car…

Just to change things up a touch, we had some rain Friday night (June 18, 2010) and the wife woke me at 3A.M. CST to tell me we had some water in the garage. I called the contractor that built it and he came to pump us out a second time. The first was back in May on the 14th after a heavy storm.

Well here are some pictures I took at 7am.

I sure am glad that the car is down at Rick’s shop instead of here in the garage where the water was.

I really hope this rain lets up soon. This is just plain bonkers.

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June 23rd, 2010

The work has started and the pipe is tied in to the city storm drain. They started at the street and are working back toward the backyard. They made it as far as the A/C unit beside the house before another storm hit and had to stop. With any luck and God willing they will be done Thursday night.

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July 1st, 2010

I have some photos from the other “old dude” who is doing the work. Not a lot to explain as the pictures pretty much speak for themselves. The floors look good for it’s age. Maybe, even with all the little headaches this car has given me, it was/is worth the money spent so far. Well, I at least hope so. Photos are arranged by date, from newest to oldest.

Anyway…enjoy.

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July 5th, 2010

Got some more pictures for all of you.

Just some random shots of the engine bay work Rick is doing. He going to try and see if he can re-locate the ECU inside the cab instead of having it mounted on the firewall as it was before. Something to do with things possibly not working right if the length of wire isn’t right…

Anyway…

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July 7th, 2010

Hey, kids!

Just got an e-mail from Rick. New pictures and some words from Automobile Artist.

Mark,

Some more progress shots.

Tell the pups on the build thread, to notice how everything is marked, prior to dis-assembly , so when assembly time comes you are not scratching your head wondering where everything went!!!!!

AHH!! The wisdom of old age….

Don’t need to respond as I know you are busy this week.

Motor in pics is completely disconnected, and will stay on frame until body is lifted. As soon as I get the wiring and dash out, I will lift the body and put on the rotisserie.

The OLD DUDE!!!!!!
Later!

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June 8th, 2010:

This thing has really started snowballing.

To give you yet another update…the body is off the frame and all that remains is an engine, frame, suspension and exhaust…plus a few minor tidbits.

And, another message from Rick.

Mark,

The USS Going Broke, Has officially been gutted, dry-docked, and ready for the beginning of retrofit.

OLD MAN from Missouri

Don’t let that “OLD MAN from Missouri” bit fool ya. He’s actually from Illinois. I know this to be true. He just resides in Missouri now…

Oh, and Neal…not bad for an “Old dude” right? Kids these days. Where did I go wrong. Hey, anyone have a time machine to take me back about 16 years ago so I can beat the snot outta my kid on his 18th birthday? DAMN…

One other thing, son…Rick says he can’t wait to meet you this summer when you come home. Something about showing you “just how old this old dude is.”

Enjoy, youngsters!

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July 12th, 2010:

First off, Neal talked to Rick on the phone the other day and asked if he had any pictures of the Corvette from back in the day. (Yes, he’s owned the car for more than 30 years.) Lo-and-behold, he did. So, he sent them my way and now I offer them up to you. Rick’s not too sure when the photos were taken, but sometime between 1976-1980 would be a safe bet. Oh, and by the way, would you believe this car used to be a convertible? He did everything himself.

Yeah…Rick’s that good.

And, now on to the Impala.

Got this e-mail and a few pictures earlier today.

Mark,

Some pics of frame and motor after degrease and hot bath.

Frame looks excellent, and is very rust free and in very good shape. Motor cleaned up good (didn’t wash front ((OptiSpark)). Didn’t want to get wet.)

Will call tonight.

Rick

Here’s where she’s at now.

Well, all. It’s been a beast of a day and I am off to the land of snoozies. Have a good one.

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July 20th, 2010:

Hey all!

Sorry it’s been so long since my last update. With work and getting ready for the boy to come home from Japan, haven’t had a whole lot of “me time”. But, I got a bit now, so I thought I’d hit you up with a couple different updates on the ole girl from our good buddy Rick.

So, the first update was from Friday of last week.

Mark,

Some more pics of Wagon. Hooray!!!!! The nasty part is almost done.

This is the result of 3 days of soaking under-body, with diesel fuel to soften undercoat and road tar, then using a propane torch and a scraper, to heat and remove it. Very hard dirty work. The deeper I get into this car the better it looks. The under-body is as solid as the Rock of Gibraltar. Absolutely NO RUST. Incredible, for as old as this car is, and that will save you $$ !!!

Dad must have been looking out for YOU, when you found this VERY NICE OLE GAL.

Talk to you soon,
Rick

And this was from earlier today:

Mark,

Here are some pictures to show you the body and frame work I will need to do. Very little work since the car is in such good shape. Just a matter of doing.

I looked closely at the right rear hub and I can see why it is leaking, as the seal looks beat up! Someone installed poorly. It could be fixed…inexpensively verses replaced…your call, though. As of now I believe you still want to use Chevy hubs? Let me know.

I am getting the info together for the air bags for rear, as I will need soon, along with the rear suspension bushings. Have you found a source for the rear bushings? Let me know about that, too.

Thanks,
Rick

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August 19th, 2010:

I know it’s been a while, but with preparing for Neal and the family coming home, I didn’t have a lot of time to get stuff updated, and also, Rick had been busy with some other things.

BUT…I do have some fairly recent photos for you. I will set them up below.

There were some issues with the rear of the frame that had to be addressed. So, Rick, being the welding/body guru that he is, took the time to repair a specific part. I can’t go into a whole lot of detail, but a patch had to be welded into the rear of the frame.

I had also purchased some new air bags for the rear suspension as well as rear lower control arms.

Here are some progress photos from July 30th through August 16th.

Getting the patch set:

Patch welded in:

Grinding down the welds to smooth out the patch:

The new panhard bar is adjustable and the air lines will be routed up to the fuel tank door to fill without getting under the car to fill.

As you can see the air bags are in, as are the new rear trailing arms and the back half of the frame is done. The new tires and wheels have been ordered from Coker Tire. Corvette Rallye 15×8 with 275/60R15 in the rear and 15×7 245/60R15 in the front, BF Goodrich T/A’s.

Next, we see the LT-1 engine sitting on a palate so Rick can get started prepping the front end for any repairs that may need to be done.

Front half before…

Front half after…
With the tubular upper A-arms and all new bushings for upper and lower A-arms. There is a 1” sway bar to replace the stock one. The bushings are polyurethane.

Also, may have an issue with the engine and A/C pump. The issue is, that the hoses for the A/C lines running to the pump will have interference from the motor mount on the left bank of the engine. So, we are looking at fabricating a bracket (or if a company makes a relocation bracket) to put the A/C pump on the upper right bank of the engine for hose clearance. Could be interesting.

Well, that’s all I have for now. Talk at ya the next update.

Continued in Part 3

Two Years In The Making: 1963 Chevy Impala Wagon Build Project

This is a story about an American classic that was acquired, rebuilt, and restored over the course of two years. Republished with permission from Neal Hartman. Captions, photos, and information are primarily by his father, Mark Hartman and his craftsman Rick.

You’ll find in this series, in addition to the refurbishing and rebuilding of an iconic American car, pictures of various restoration projects, excellent storytelling, and some great history.

Read the whole thing. I promise you’ll enjoy it.

The original thread/discussion at NICOClub.com is viewable here:
http://forums.nicoclub.com/s-s-go-for-broke-build-thread-1963-impala-wagon-renamed-again-for-g-o-b-t407288.html

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Backstory, beginning February 2009:

Neal’s dad, Mark, called Greg, the owner of NICOClub, and told him about a 1963 Impala wagon for sale in Arizona. Greg, an Arizona local, checked it out and gave it a clean bill of health. Otherwise original, this white wagon came with an LT1 drivetrain from a 1995 Impala SS.

In late February, the car was loaded on to a truck and shipped to Neal’s hometown in Galesburg, IL.

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Here’s a few pictures of it back in Arizona, still quite clean, especially for its age:

Here’s the engine bay:

Here’s the interior, cleanly laid out with high-quality upholstery. It just needs some minor cleaning and restoration:

An update on the car’s condition upon arrival from Neal’s dad, Mark:
I have 14″ wheels in the front with 17″ in the back, but not to worry. The car will get a nice set of Chevrolet Ralley at all 4 corners. 15″X7″ in front and 15″X8″ in the back.

The rear differential seems to be a built Ford 9”.

There are a few problems with the car.

As of now I have a major fuel leak back by the fuel pump. The transmission will not go in to park, but Monday I’m taking it in for that and the fuel leak.

Nothing in or on my dash works but I have to say I’m not surprised after the motor swap, as there now lives an LT1 under the hood. And they say it is from a 1996 Impala SS (Edit: Actually found out it’s from a 1995 Z28!).

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From here onward, Mark Hartman is doing the storytelling and writing the descriptions.

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Arrival day, March 5th, 2009:

Landing complete in cold Northern Illinois.

Now, time to put you in the garage…This garage used to be the home of a 1990 Toyota Corolla that my mother-in-law owned. There was lots of room in there for that car. Sadly, she passed away in 2007 and the Corolla was sold. Now, the Impala will call it home.

Notice the wheel chock?

Passenger side…wowzers!! That’s close.

Room in the back, too.

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March 11th, 2009:

Got the car up on the lift and found some interesting things.

One being, that when they ran the new fuel line, they used steel braided instead of hard line. It’s zip-tied to parts of the frame rails and also parts of the body, which has some sharp edges on it…not a smart thing. It also doesn’t have a fuel return line like most fuel injected engines have/need.

Braided line from the fuel tank:

This is also where we found it was a Ford 9″ in the back end as well. Notice the angled drain plug on it, too.
Ford 9″? Yes, please.

Another interesting tidbit; this car has had a power disc brake upgrade done as well:

In this one, you can see the lines for the rear disc brakes:

Underbelly shot. You can see the exhaust running down the unique X-chassis.

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March 15th, 2009:

Little bit of background story first.

I mentioned the shop that let me put the GFB (the car was named “Go For Broke”) up on the lift, so thought I would elaborate more on it.

Erv Beckner is a guy that Neal met long ago when he worked at the McDonald’s our local shopping mall used to have several years ago. There is a Sears store there as well, and Erv used to work in the auto department and would visit McD’s regularly on his breaks.

He and Neal both had an interest in cars and became friends. Erv also put a set of air shocks on Neal’s first car, a 1985 Caprice Classic 4 door.

Anyway, Erv left Sears and proceeded to a tire shop that has since gone out of business. It was there that I got to know him as one of the shop managers was a guy I had done business with for many years.

After leaving that shop before it went under, Erv opened his own shop, “Big E’s Auto”. It started in a small corner building, then he eventually was able to re-locate to a larger area.

And, when I went to visit Neal and his family in Japan, Erv asked me to get some pictures for his shop. He gave me two t-shirts for Neal and his wife, and asked for pictures with the t-shirts to be taken at various locations in Japan. Well, we got one location. Would have had two, but the live show Neal played at, to many people kept getting in the way and I couldn’t get a good photo.

Here are Neal and his wife at a temple in Asakusa:

I think Erv liked his photos.

So, if you are ever in Galesburg, Illinois and need some work done to a car, he’s the guy to go to.

Now, on to some other bits and pieces.

Some basic facts about the 1963 Chevrolet Impala:

Length: 209.3 inches
Wheelbase: 119.0 inches
Width: 76.0 inches
Height: 56.0 inches (Station Wagons and Convertibles); 55.5 inches (All other models)
Weight: From 3,390 pounds (2-dr Sport Coupe) to 3,835 pounds (station wagon)
Engine sizes: From a 230 cu. in. inline 6 cylinder to a 409 cu. in. V8
Horsepower range: 140@4400 RPM (230 cu. in.) to 425@6000 RPM (409 cu. in.)
Carburetion: single, 2- or 4-barrel Rochester, 4-barrel Carter AFB, dual 4-barrel Rochester or Carter AFB
Transmissions available: 3- and 4-speed manual and a Powerglide automatic (2-speed automatic).
Rear gear ratios: 3.08:1 to 3.70:1
Price (1963): From $2,615 to $3,186
Models: Biscayne, Bel Air, Impala, Impala SS
Styles: 2- and 4-door sedan, 2-door sport sedan, 6- and 9-passenger station wagon, 2-door convertible.

Now, as mentioned before, I am looking to get a full set of Chevy Ralley wheels for the GFB, and here is a photo of what it could look like.

The car in the photo below is a 1964, but it won’t be too different.

The wagon goes in this week for some work on the transmission and fuel leak. More to follow once that’s done.

And as I have mentioned, I plan on a set of Chevrolet Rally wheels for it. This is what it could look like. (The photo is actually a 1964, but it’s close enough.)

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March 17th, 2009:

I’ve got park now. Turns out that when the swap was done, the linkage wasn’t adjusted right. Well, it’s right now, and she doesn’t need wheel choks to keep fro mrolling out the garage.

And Monday March 23rd, the S.S. G.F.B. is going back in to Glenn’s Radiator and Service for about 400 inches or 33.3ft of steel fuel line. That’s feed and return line to replace the steel braided lines used during the original swap of the LT1. Maybe that will stop the leak.

If I get the coil springs ordered and delievered on time, I’ll have them done also, stock in front and stock plus 1 inch in back.

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March 31st, 2009:

I had planned to get hard lines run from the engine back to the fuel tank for the wagon to replace the braided rubber lines.

Well, I dropped the car off at the shop a week ago before I went out of town for a union meeting in Iowa. Got back Friday, but not before the shop had closed, and then couldn’t pick it up till Monday…or so I thought.

The car will be in the shop until Friday the 3rd now. They are doing the work in between other jobs.

The fuel lines are all fubar’ed as they (the shop that did the swap originally) cut the ends off the factory side of the LT1 for some reason, or so I am told. They are doing the lines in the factory sizes this time also.

As for the brakes, the lines are one size to small but the pressure will be fine, just not the same amount of fluid. I thought about changing to the right size line, but too much money in valves, fitting and such to do all that.

So, hopefully when this gets back on the weekend, it’ll be done correctly and I won’t have to tear heads off of people.

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April 4th, 2009:

I have an update for you today, and boy is it a duesey.

This is what was found to be wrong with the car while it was getting it’s hardlines for the fuel done.

The front hubs are 5X4.75” bolt pattern which is stock, but the back, I was just told, is 5X5″. So now I have to do some thinking as to what I should do because I was a set of Cheverolet Ralley wheels on here.

Also the right rear axle seal was changed and guess what? The hub is fubard, which is the reason the seal was shot.

So do I buy new hubs all around the same size, or just one and drill the fronts to 5X5″?

I am thinking about a trip out to AZ, and go find the shop at did this kind of work and take their photos and locale to the internet so no one else gets this poor work done to them.

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May 4th, 2009:

As for updates, don’t have much, but here you go.

Seem to have an issue with either a power draw from the battery or a bad alternator on the LT. Haven’t had time to get it looked at yet, but will as soon as time/money/wifey permits.

In other new, I am hoping that an old friend of mine from back in my crazy days, who coicidentally happens to be a body guy, will have a chance to swing by and take a look at the car at Big E’s place when it’s up on the lift.

The guy I am using for my body work has had the same Corvette that I blew the engine of my 1968 Firebird vert racing back in the 70’s. He’s old like me now, too, but hopefully will be able to bring the S.S. Go For Broke back to it’s glory days.

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April 22nd, 2010:

After months of waiting for a certain person to get to work on my car, I took it to the same place that redid my fuel and brake lines shortly after I got it. They also took care of that pesky not-wanting-to-go-into-park issue the car had. I literally had to use wheel chocks for the first few months I had the thing. It still has some issues, like no speedo, one of the rear wheel hubs eventually going to crap quicker than it should…etc.

So, about the only real update I have is that the car is going into get this put in.
http://www.dakotadigital.com/index.cfm/page/ptype=product/product_id=173/category_id=423/home_id=-1/mode=prod/prd173.htm

I am getting it in teal with no clock, and according to the website, it’s a direct replacement for the stock dash. I also got the Factory Fit wiring harness as well.

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May 11th, 2010:

I finally got the Dakota Digital dash put in last week and had the Mrs. pick up the car on Friday because it was finally going to Missouri to my friends place to start the restoration/rebuild.

A few things on the dash. The fuel display is in percentage and not gallons. Takes a bit of getting used to, but hey, it works. The speedo and tach both have digital readouts and also a bar readout above that. Dash still needs the button(s) to go between trip and normal odometer and also the demo mode for when car is not running…if I understand the instructions for it.

On the exterior of the car, I eventually want to change from round mirrors to rectangular mirrors. Having some thoughts about the roof rack and whether or not I want to put it back on. Re-chroming, according to a shop I talked to, seems to be, and I quote, “Astronomical. You can’t afford it.” Anyone know any good shops that don’t charge arms, legs and testicles to re-chrome? Or anyone know any good places to find trim parts for wagons?

I’m also hoping to have a new gas tank made for it that is set up for fuel injected engines. The current one is just cobbled together and has an external electric pump. The one I’d like to get made will have fuel delivery/return lines and an internal pump with an access plate along with baffles inside it. But, just depends on what it’s all going to cost in the long run. Damn hobbies that cost money!

Also would like to get some mint/near mint Chevy Ralley wheels for her too. Ideally, I’d like 14″, but with my disk brake conversions, I don’t know if the rotors/calipers will fit inside. So, might have to go with 15″, possibly 16″. Will try to get 7″ wide in the front and 8″ wide for the rears. Wish me luck on that.

Well, now the car is down at my friends place for a year or so while he does his thing. He does all the work by himself in a shop that started out as a plant nursery then eventually converted to a body shop. Let’s hope the car turns out as nice as I’d like it to be.

And now to tide you over…some pictures.
First of the Dakota Digital dash.
Yeah, it’s dirty in there, but hey…it’ll be nice and clean when I get it back.

And a few photos of the shop that the car is at now. Say hello to Crossed Flags Restoration LLC.

And say hello to the owner, Rick Carpenter. Known this guy since high school.

Rick and I contemplating what to do under the hood. (I’m taking the photos, of course)

Continued in Part 2

Very Long Term, 140,000 Mile Update – 2001 Cadillac Seville STS

It’s easy enough to build a sports car. It’s easy enough to build a luxury sedan. Putting the two together, building a “sport sedan,” is a challenge, one that involves compromises, clever gadgetry, advanced materials, and computerization of everything from steering to suspension.

Therefore, it’s generally unwise to buy a used luxury car with more than 100,000 miles. While basic components like brakes, fluids, and hoses aren’t prohibitively expensive, the complexity lurking in the background involves a mess of sensors, computers, and specialized hardware to help what ought to be a lumpy land barge perform physics-defying athletics. It’s what makes the difference between a Toyota Avalon and a Cadillac Seville.

A $57,000 luxury car still requires the service level expected of a big-buck sedan, even if it depreciates down to $3800, which is what I paid for my 2001 Seville in October 2010.

The car came from T.A.R. Auto Sales in Wind Gap, PA, a hole in the wall town nestled into a mountainous area just north of Allentown and south of Scranton. I asked Ray, the owner, salesman, and the town’s mechanic, about overheating, as Northstar V8s have a tendency to blow head gaskets.

That road trip is documented here: http://jesda.com/2011/04/02/road-trip-roamed-the-country-searching-for-a-cadillac/

Head gasket repair on a front wheel drive Northstar V8-powered Cadillac requires removal of the engine, a job costing $2500-$3000.

Ray told me a story about an Eldorado he took on trade that ended up requiring a head gasket job, consuming dozens of hours of work before he could turn around and sell it. Sure, he could have poured in a “head gasket in a can” quick fix and turned a quick buck, but he didn’t. (A few shady Cadillac dealers in Florida have been doing that with trade-ins.)

He shared his technical knowledge and awareness of the problem and assured us that he’d been driving the car for thousands of miles to and from the shore without any trouble, proving it with the mileage on the title of the car when he took it in as a trade.

He was right — the car hasn’t had any overheating issues over the course of nearly 30,000 miles. Honesty is refreshing, isn’t it?

Unfortunately, Pennsylvania winters are brutal on automobiles, and a big part of the reason I was able to buy the car for so little was a bit of corrosion on the rear doors and rear wheel arches. The little rust bubbles on the wheel arches have reappeared and been repaired a couple times. The exhaust resonator was rusted out, so I had a muffler shop replace it with a straight pipe.

It’s never broken down or failed to start, no matter what, but some other odds and ends have needed attention.

Here’s a repair log:

GM’s 98-05 K-body cars (Sevilles, Devilles) are sensitive to wheel balancing issues, and used tires, while perfectly sufficient for other cars I’ve owned (with careful selection), are unsuitable for a Cadillac. It goes back to what I said about a $57,000 car requiring $57,000 levels of maintenance — shortcuts always cost more in the end.

Corrosion and paint work have cost just over $500, a price kept low thanks to a paint guy I use. Wheel bearings can be fairly expensive as well, a common failure item after 100,000 miles.

Other issues, like brakes, steering hardware, and the battery were pretty typical in terms of cost and expected failure rates. The battery, at $164, was expensive. The Seville uses a large vented unit installed under the rear seat.

Overall, most of the issues have been odds and ends, nothing serious or catastrophic. It’s been an exceptionally comfortable travel companion, seeing as much as 26mpg, even through mountainous areas.

It does consume a quart of oil every thousand miles, quite a nuisance when you’re well-dressed and clean and the “CHECK OIL LEVEL” message comes on. There’s nothing more unluxury than popping the hood at the gas station, cracking open a bottle of 10W30, and pouring it down the hatch while trying to keep your your nice shirt from getting stained.

I admittedly had some concerns as I embarked on a 9000-mile, 32-day road trip that took me to the Pacific, the Atlantic, and back. The Seville isn’t supposed to be a very reliable car, but I toured the Napa Valley, climbed the Rockies, dined on Pacific Northwest seafood, climbed the Appalachians, endured blizzards, and ran from a tornado in Kansas at 120mph, all through the course of one trip. It never let me down, ever.

Publications gave the Seville poor marks for reliability; Edmunds’ long-term test in 1998 was full of disappointments that revealed shockingly poor build quality and half-baked implementation of high-tech features, though it seems that by 2000, GM finally sorted out most issues. Unfortunately, they also sent angry customers running to Lexus dealerships — in 2000, Lexus bumped Cadillac from its long-held #1 position in the US luxury market.

The Seville lacks the durability of a Lexus, doesn’t handle like a 5-series, doesn’t ride like a Lincoln, nor does it offer the credibility of a Mercedes, but what it does well, it does exceptionally well. The whole is indeed greater than the sum of its parts, resulting in a superbly elegant, thoroughly satisfying, and much more expensive-feeling car than it is.

And despite what it’s cost to maintain, despite its portly 4000lb curb weight, and despite its somewhat cheap interior, this is still my all-time favorite luxury sedan, period. Everything I want or need in terms of styling, performance, technology, handling, and comfort is all there.

We’re now at 140,000 miles. Let’s see how far we can go.

Supplemental Reading:

Fourth and Fifth-Generation Seville Comparison

My 2001 Seville STS Review

9000-Mile American Road Trip in the Seville

Weekly Wrap-Up – 1 October 2011

Mazda — Good news for Mazda, bad news for rotary fans. Production of the RX-8 comes to an end. The four-seat four-door sports car never quite resonated with buyers, especially in the face of competition from Nissan’s reborn two-seat Z. Fuel consumption became excessive as consumer cost sensitivities grew. Wankel development isn’t over, but in the face of dwindling sales, Mazda should direct its “horse and rider” engineering philosophy toward more accessible cars. There’s always the Miata.

Hyundai — The new i30 compact is expected to replace the Elantra Touring, a five-door passenger vehicle that promises practicality, frugality, and — one thing sorely lacking from the segment — high style. Check it out.

GM, Onstar — Onstar was tracking cars after service was canceled. Those concerned about automotive black boxes and other “big brother” encroachments have been vindicated. In response to public outcry, the terms of service were changed, but damage to the Onstar brand is already done.

UAW, St Louis, Missouri — After losing the Ford Explorer plant in Hazelwood and the Chrysler truck/minivan plant in Fenton, St Louis finally shows signs of recovery as GM rewards the Wentzville, Missouri van plant with midsize truck production. GM will be hiring 1850 workers and investing $380 million into Wentzville. The upcoming 2014 midsize pickup will be replacing the Chevy Colorado and GMC Canyon, two very average pickups.
The new four-year UAW contract includes performance bonuses and profit sharing. New entry-level workers will be receiving a raise while senior employees will be offered increased bonuses for early retirement.

Fiat USA — The new Fiat 500 is missing sales targets thanks to poor distribution and marketing. The 500 has received rave reviews from auto journalists and new owners, but sales are half of projected volume. People want the car, badly, but messages are muddy and distribution is lacking. Could be a J-Lo problem.

Saab — Swedish Automobile (aka “Swan,” the union of Spyker and Saab created by Spyker’s acquisition of Saab from GM) is negotiating the sale of Spyker, the premium exotic sports car maker, to a private equity firm in connecticut. This would allow Saab to raise money and stay afloat until Chinese investment funds arrive. If cats have nine lives, Saab has thirty.

Ford — Ford’s recent “we didn’t take the bailout!” ad rubbed Americans the wrong way. Ford CEO Alan Mulally previously stated that the bailouts helped keep Ford’s supply chain afloat, and Ford’s lending arm received US Treasury funds. While Ford deserves a genuine pat on the back for leveraging its assets at an opportune time, rubbing it in everyone’s face was a bit tasteless.

Fast Tube by Casper

Summary: It’s nearing the end of 2011 and we’re still feeling the effects of the 2009-2010 carpocalypse.

You can buy a new Nissan Versa for $10,990, but should you?

No.

Nissan promises “innovation for all,” but at $10,990 for a brand new car, complete with a factory warranty and the intoxicating smell of fresh plastic, vinyl, and what looks like rat fur, it’s hard to imagine the Versa being packed with a whole lot of innovation.

For $10,990 you get a 1.6L 109hp 4-banger, 5-speed manual, your choice of blue, gray, silver, black, or white paint, a black cloth interior, a CD player with only two speakers, rear drum brakes, torsion beam suspension, ABS, electronic brake force distribution, power steering, air conditioning, manual seats, tilt steering, and… a clock.

You can get a tachometer, cruise control, power windows, keyless entry, power locks, and other comforts we come to expect from a 2012 model year car, but that shoots the price up to $14,560. At that point, you’re only putting lipstick on a pig, slapping options on to a car that’s awful to drive, awful to look at, and awful to be in.

And once you add destination fees, your bargain-priced $10,990 Versa is a pinch under $12,000.

In addition to being cheaply made and crude to drive, the 2012 Versa is a rather ungainly looking thing. The top of the hood appears to be ten feet high while the 15-inch tires are lost in a wheel well large enough to swallow a train. If Harley Earl’s mantra for attractive styling was “longer, lower, wider,” the 2012 Versa is narrow, tall, and stubby.

I’m inclined to believe that the Versa was inspired by the late 1990s Chevy Metro sedan, an odd looking pod that itself took inspiration from an American classic:

I loved the Little Tikes Cozy Coupe as a child, but the foot-powered toddler’s toy was nothing to aspire to. Still, that didn’t stop General Motors (specifically, Suzuki) and Nissan from copying its awkward proportions and applying them to cars intended for grown-ups.

With economy cars, there’s only so much one can expect, hampered by market-mandated price points and basic functional requirements. Building an automobile that covers a larger footprint requires more weight, more materials, and results in a higher price tag.

Because of this, cheap cars have gotten taller, compensating for their short wheelbases by increasing height and placing passengers in an dinner chair-like seating position similar to vans and SUVs. This has the effect of increasing usable leg room without having to increase the amount of space between the front and rear seats. Instead of stretching out and relaxing, like you would in the back of a limousine, you sit like a sea gull perched on a stoop.

The old Versa was nothing to brag about either, but at least its French-influenced styling stood out in a sea of soul-sucking blandness:

And despite all of this, styling isn’t the new Versa’s biggest problem.

Car and Driver gave the 2012 Versa a scathing review:

“Highs: Spacious back seat, low starting price.
Lows: Too many to list—call for details.”

“Nissan says it cut about 150 pounds by reducing the number of parts by nearly 20 percent. Perhaps it left out a few too many critical components. The gap between the front wheel and fender makes the Versa look like it’s on stilts, and it handles like it, too. Its stick on the skidpad is a scant 0.76 g, and enthusiastic drivers will quickly succumb to waves of body roll and understeer that have the front tires howling at normal cornering speeds. On the highway, the Versa is nervous and subject to directional changes determined as often by the wind as by the driver.

Things are worse inside, too. The new interior is constructed entirely of concrete-hard plastics, with the only soft materials being the carpet, the seats, and the headliner. As evidenced by the amount of road noise, the doors seem to have zero insulation. As your author climbed inside, the cord to his radar detector—a tool which proved unnecessary—fell against the door skin. The resulting ping sounded like someone had dropped an empty soda can. Eager to drown out the road noise and horrific engine note, we cranked up the tunes on the optional nav-equipped head unit, only to find an astonishing amount of distortion from the speakers at half volume. As a whole, the only positive from the Versa sedan is its enormous back seat, which offers tremendous legroom. But good luck finding anybody to sit there more than once. “

The previous-generation Versa had some zippiness to it, a little heart and soul buried underneath its vast expanses of shitty plastic. Unfortunately, the latest iteration feels like it was pulled out of an econocar design book from the 1980s, a time when manufacturers scrambled to build cheap, small autos in the face of high fuel prices and tough global competition, with typically poor results.

And just when we thought things were getting better, with build quality soaring in the 1990s and 2000s for major manufacturers across almost all makes and models, here comes the Versa, a lifeless, regressive mobility device that prompts a new owner to ask himself how his life went wrong.

The Versa’s only saving grace could be its reliability, but if the last Versa is any indication, don’t expect the new one to be free of defects and annoyances. Don’t expect to see 40mpg either — the Hyundai Accent has it beat.

If a car is going to cheap, it ought to be cheerful. GM seems to have figured it out with the new Sonic, as well as Mazda with the 2 and Ford with the Fiesta. What’s Nissan’s problem?

—————————————

If you have around $10,000 or so to spend on a low-cost family car, here’s a few worthwhile alternatives plucked from a quick search on Autotrader:

2010 Hyundai Accent – $10,995 – 20,000 mi
Cheap but fun to toss around.

2009 Kia Rio LX – $10,626 – 29,000 mi
Not particularly refined but light on its feet and easy to fling around corners.

2010 Nissan Sentra – $11,500 – 33,540 mi
Much more substantial than the Versa with better ride and handling.

2008 Saturn Astra XR – $11,499 – 42,000 mi
Rare, fun, reasonably refined.

2008 Scion xD – $11,500 – 34,000 mi
It’s a strange looking box, but it’s dependable and spacious with high resale value.

2005 Mercury Grand Marquis – $11,500 – 14,000 mi
A big, plush car from a dead brand that made cars for people who were nearly dead themselves. Cheap to buy, cheap to maintain, superbly comfortable, easy to service.

2006 Mazda 3 Hatchback – $11,500 – 37,000 mi
Basically a Miata with room for people and cargo.

2008 Suzuki SX4 – $11,500 – 33,000 mi
All wheel drive!

Also in this price range with reasonably low miles are the Toyota Corolla, Pontiac G6, Mercury Milan, Ford Focus, Hyundai Tucson, Dodge Magnum, Honda Civic, Hyundai Elantra, and Saturn Astra. Not all of these are attractive or interesting, but they’ll save you from new-car depreciation and the sadness that comes standard with Versa ownership.

Bargain Ear Buds for Travelers – Sony MDR-E828LP, $15

Earlier in 2011, I took the train to Chicago for the sole purpose of eating an Italian beef sandwich (or two). The trip was so spur-of-the-moment that I neglected to bring anything but my phone, digital camera, and wallet.

Photos from that trip are here: http://jesda.com/2011/05/18/traveled-five-hours-for-one-italian-beef-sandwich/

The five-hour train ride through rural Illinois was quite dull, especially without music, since I had neglected to bring my ear buds. Playing Bejeweled for five hours was only able to satiate so much boredom. I needed my dose of Electric Light Orchestra.

After stepping out of Union Station and looking up at the Sears Tower, I wandered around the corner to a Walgreens hoping to find something to enjoy the 8GB of music stored on my phone while I wandered around the city on foot.

Walgreens isn’t the greatest place to buy electronics. They sell batteries, blank CDs, and other odds and ends, but there’s no way of testing or playing with anything, and they tend to carry a lot of weird, off-brand junk.

Between two pairs of buds they had on the shelves, one $9.99 and one $14.99, I had to assume that the more expensive one might be tolerable, so I bought a pair of Sony MDR-E828LPs. Its not exactly a memorable model name, keeping with Sony tradition.

My LG Optimus phone produces unimpressive audio, sufficient for calls but only passable for music. Because of this, when I’m out walking the dog, I usually bring both my iPod and my phone. Despite the limitation of the LG Optimus, these Sonys produced reasonably full audio with impressive bass for a very low price.

Highs and mids are passable, reasonably full without being tinny, but lacking in openness and range. Sensitivity is high, allowing your MP3 player or cell phone to produce sufficiently loud audio without having to turn it way up, which results in less distortion.

I arrived in Chicago at 10am and didn’t get home to St Louis until 10pm, giving these buds a 12-hour workout, plenty of time to break the drivers in.

A couple months later I flew to Thailand where I spent a month, bringing my Grado SR40s but reverting to these Sonys for their portability, sensitivity, and ambient sound insulation. It was nice to wander around Bangkok and Phuket with some familiar tunes from home, and they were quite usable on the 20-hour flight.

Unlike most cheap ear buds, the wire insulation is thick and durable. You can usually pull them out of your bag or pocket without too much fumbling or unraveling. The rubberized insulation has a tendency to straighten itself out and resists creases and bends that contribute to frustrating tangles.

Unfortunately, at just 3.3 feet (40 inches by my measurements), the cord is quite short. I’m 5’10” (and shrinking) with a long torso and short legs, and if I wear deep-pocket basketball shorts while walking the dog, my phone or iPod dangles down to my knees, which sometimes causes the cord to pop out of the headphone jack. With jeans or pants the listening device sits higher, so there’s plenty of slack.

The same feature that allows these to insulate outside noises and produce so much bass is what also makes them a bit uncomfortable after a couple hours, requiring frequent adjustment and reseating. The enclosure, instead of being circular, has an oval shape.

The extended, protruding part of the enclosure (pictured above) allows for more bass reverberation, making them sound more substantial. The design works, but if the buds aren’t perfectly seated in your ear, they can become a bit uncomfortable until they are readjusted.

For $15, I figured I’d be throwing them away after getting home. Instead, I’ve taken them across the globe and continue to use them every evening. They sound excellent with my iPad and Thinkpad, nowhere near the level of higher-end units, but they sound like they could pass for $45-$50.

If you’re a frequent traveler like I am, get these. Amazon has them for $9.85. Stuff them in your luggage just in case or hand them out as gifts.

Sound Quality: 6.8/10

Comfort: 6/10

Convenience: 10/10

Quality/Construction: 10/10

Value: 10/10

Junkyarding: Cadillacs, Classic Volvos, and “Super Bitches”

My 2001 Cadillac Seville’s a-pillar has some unsightly cigarette burns in it left by the previous owner. It is, thankfully, the only evidence that anyone smoked in it, and the odor has miraculously disappeared.

I considered recovering the pillar with fabric myself, but PickNPull just received a 2000 Seville, so I drove into the city and checked it out.

You can tell a lot from what the last owner of a car leaves behind. In this case, this person was a dedicated Jehovah’s Witness.

He or she apparently liked things that sounded black.

It was definitely a “she.” I don’t know how anyone can wear a bright pink hat that says “Super Bitch” without feeling embarrassed.

Unfortunately, the interior was tan/cream, not the gray I needed.

I did, however, get to see a mini-parade of classic Volvos on my way home:

The anonymously named Volvo PV544 was produced from 1958-1966, achieving a global production total of 440,000 units. In its later years, the PV544 was powered by Volvo’s straight-4 B18 engine, an OHV motor capable of a 7000-rpm redline. It was, in its later years, built in Halifax, Canada, the first Volvo built outside of Sweden. The Halifax plant was closed in 1998.

I tried to get a better photo, but couldn’t, so here’s a nicer one:

The P1800 is a standout, not only for being beautiful, but for being a beautiful Volvo. With its reputation for building conservative, safe, and efficient automobiles, the P1800 is the exception to everything Volvo. Until the arrival of the C70 in 1997, the 1961-1973 P1800 was the last genuinely beautiful Volvo made.

More on the P1800 at Volvo Club.

I’m starting to miss my S60 T5.

New Fiat Ads: A Colossal Failure

Am I being harsh? Watch it yourself.

Fast Tube by Casper

With Minis growing in size, price, and complexity, Fiat could have conveyed itself as more focused, fun, and approachable than its British competitor. The 500, as an automobile and a piece of engineering, sits near the top of a growing microcar segment that’s eager to distance itself from miserable appliances like the Toyota Echo.

Unfortunately, as a marketing exercise, it’s a wreck.

Impatto, the Michigan ad agency hired by Fiat, [Not Impatto, see correction below] has linked what ought to be a fresh and accessible new car with Jennifer Lopez, a polarizing has-been struggling to regain relevance. With Lopez occupying more camera time than the 500, she appears to snuff out the little Fiat, bringing the audience’s focus to her parachute shorts.

A vehicle as well-packaged, creative, and cleverly designed as the 500 deserves much better.

When the Mazda Miata arrived on American shores in 1989, it was a breath of fresh air at a time when manufacturers shunned convertibles, treated quality with indifference, and scarcely delivered on fun. The 500 has the potential to be the same glimmer of hope for this generation’s driving enthusiasts, to influence an industry obsessed with adding weight, ugliness, and complexity to automobiles.

The Miata’s round, petite body was a refreshing departure from the predictable, refrigerator-inspired vehicles of the 1980s, just like the diminutive proportions of the 500 are a rapid departure from the fat, nebulous, crossover-inspired styling that’s taken the industry by storm.

We’re in a dumpy period of automotive design, and we may look back on this era with disdain the same way we look at fat, ugly cars from the 1970s. Fiat has a chance to reemphasize the importance of automotive styling, especially as Toyota, Honda, and BMW chase each other into a fog of derivative nothingness so hopelessly dull that they verge on being torturous and offensive.

[I’m calling you out Honda Crosstour, and you as well BMW 5-series GT.]

Two decades after the 1989 introduction of the Miata, the world’s favorite roadster is still being produced, breaking Guinness records for sales volume.

Where will be the Fiat 500 be in 2032? Hopefully not in the 50-cent bin at Big Lots, where J-Lo’s recordings have piled up.

If Fiat has any intention of being more than a flash in the pan in America, it has to focus on lasting appeal and distance itself from washed up pop stars.

Correction: The ad was created by another agency, not Impatto. Impatto and Fiat have parted ways. [Thanks Kathleen!]

Craigslist: Used Cars, Clever Words

I’m on Craigslist looking for a cheap pickup truck. Using my Cadillac Seville and Saab 900 for warehouse duties has placed unfortunate stress on their aging suspensions, especially the complex electronically-controlled ride in the Seville STS.

Sellers want us to believe their Ford LTD with suspicious bleach odors is a Pebble Beach Concours candidate, and bargain hunters want sellers to believe that the car they’re making an offer on is a heap (why make an offer if it’s so terrible?).

Such is the transactional nature of Craigslist. It’s nothing personal. You won’t see or hear from these characters ever again.

Creative sellers tend to embellish their rolling biohazards with colorful language. Here’s a few examples:

1991 Ford Ranger: “Drives great! Good engine, shifts good, runs down the road strong. All gears work except forward.”
All gears except forward? So that leaves what, reverse, park, and neutral? By “shifts good” are they referring to the mechanical movement of the shift lever from Park to Reverse?

A common dealer’s description in “Wheel Deals,” published in Spokane WA: “GOOD ROAD CAR”
What would be a bad road car? A canoe?

Late-model Mitsubishi Eclipse: “I don’t have the title don’t ask. CASH ONLY.”
SOUNDS LEGIT! Oh, and you’re in North St Louis? Perfect!

1998 Dodge Stratus with a damaged rear quarter and two damaged doors: “Has a dent”

Should buff right out.

1995 Chevy G20 van:

Nothing odd about the ad itself. I appreciate that it’s been pre-camouflaged for undercover surveillance purposes.

1993 Chevy Silverado, 350 V8: “Gets 30 mpg”
Downhill? Off a cliff?

1997 Ford Taurus Wagon: “Rare”
Rare for a reason. They’re uglier than gingivitis.

Sellers who can’t spell the makes and models of their cars, even though the proper spelling is right there on the trunk lid:
— It’s Camry, not “Canary”
— It’s Infiniti not “Infinity”
— It’s Cutlass not “Cutlist”
— It’s BMW not “MBW,” unless there was a Daimler-Benz/BMW merger I didn’t hear about.
— It’s Maxima not “Maximum,” though I have to admit, driving a Maximum sounds pretty awesome.
The only thing spelled consistently correctly on Craigslist is “iPad,” which hookers will accept as payment.

Other oddities:
— “Good for demolition derby or family commuter.” — How about both!
— Riced out, beat to shit Eclipses and Civics with ads that say “adult owned” or “highway miles.”
— “Runs great, last started 15 years ago” — A declaration of the present based on the Clinton era? No thanks.

Have fun out there.

Chicago Road Trip: Driving Benzes, Buying Lincolns, Eating Beef

I sold my Seville to my friend Ian while I was in Thailand, and not long after I returned to the states he offered to sell it back to me. He then found himself in need of a car, so we headed up to Motorwerks in Chicago and Xamis Ford/Lincoln in Lincoln IL.

Our journey began on 9/11/2011. We loaded our luggage into my Cadillac and left town at 3:30pm.

Clear skies ruined by a view of East St Louis.

Enjoying magazines on my iPad. This was my first time traveling without a proper laptop, bringing only my 32GB iPad ($300 from Cowboom.com) and my Bluetooth keyboard ($25 from Amazon). The plan was to only be out of town for a day or two, so my large and durable Thinkpad stayed at home.

I -hate- traveling through Illinois. Thankfully, the iPad’s battery had plenty of juice (I did bring a charger) and I was able to stay connected with my LG Optimus V’s wifi connection. We stopped at this Dairy Queen for a snack. Have you noticed how DQs are disappearing from competitive markets?

Lots of classic cars on the roads today.

A striking red Impala.

I mapped out our hotel, a Hilton Garden Inn just north of Schaumburg IL.

There’s something reassuring about a sign that specifically says “suburbs.” You have the comfort of knowing that you’re far from the congestion and crime of the city, settling into a quiet and comfortable part of town with ample parking. Unlike St Louis’s suburbs, there’s plenty to eat outside of Chicago’s urban core.

The room was about fifty bucks through Priceline. We checked in and headed to Portillo’s for takeout.

Portillo’s makes the best Italian beef in town, with Luke’s near Union Station a close second. I always order mine wet/dipped with sweet peppers.

A clean and tidy room.

My amazing sandwich.

I watched the Seinfeld episode where Jerry’s mechanic steals his Saab and Kramer attempts to drive to Michigan to sell bottles and cans for a profit.

Ian and his brother were buying a 2000 SL500 online, so we headed down the road to Motorwerks to see it in person. It was tucked away somewhere on their massive lot, so we went back to the hotel.

Eww.

I woke up at 5AM and went looking for the gym. Hotel gyms are always kind of gross.

This pool is hardly large enough to swim in. A sign posted on the wall said that for $10 you could get a key to the much nicer facility across the street. Lame.

Saw this parked outside the hotel.

We went back to Motorwerks and met up with our friendly salesman, Rick.

They have a Saab franchise among several other brands. This was my first in-person look at the 9-4x.

We took a look at the SL. It was spotless, rather unexpected for Chicago, with only 46,000 miles.

The undercarriage was free of rust.

Ian and Rick went for a test drive while I perused the large showroom.

This 2011 Saab 9-3 convertible came with a 20% discount. Unfortunately, if/when Saab goes out of business, 2010 and 2011 models may not have warranty coverage since GM no longer owns the brand.

Large service bay.

Ian noticed a 2003 CL55, an AMG muscle coupe with 500hp.

It had a vibration at 60mph and a motor that sounded uncomfortably “clattery.”
It was cursed with a set of garish chrome wheels that were slightly wider than the tires, giving it a stretched look that ghetto-fabulous “VIP” enthusiasts prefer. It’s a look that says “I spent my welfare money on wheels, so this was all the rubber I could afford.” I know it’s a style, but it’s stupid and unsafe, just like the idiots who do such things to their cars.

[Not the actual car, but close enough.]
The rear glass curves into the C-pillar for an airy, expensive look.

It photographs well but feels cheap with hard surfaces, rough textures, and wood trim that’s a bit bendy and wobbly. Nothing about the interior lives up to its original price of $125,000.

Poor Rick was crammed into the back seat.

In addition to the SL500, Ian was looking for a cash car, so we looked all over Motorwerks’ property to find something in the under-$10,000 range. Unfortunately, rust had a way of ruining everything.

We saw a green Infiniti QX4 that looked nice on paper but the running boards were rotting away and the wheels were bubbling from corrosion.

I ran across this gem.

Up close, it looks like it’s had a hard life.

The interior, fortunately, was okay.

Flat tire.

We drove over to their not-so-busy Saab store to check their computers for anything that may have recently been traded in. Everything we saw was terribly rusted.

We returned to the main lot and removed the hard top to demonstrate that all of the motors and mechanisms still worked. Removing the hard top is fairly simple. Four prongs electronically pop up and the top is removed by hand.

It came with a Mercedes top stand, but it was flimsy and insecure. We decided to walk the top over to the grass.

The cloth top was in excellent shape and opened effortlessly.

All the vinyl windows were in tact without creases.

This interior is much, MUCH nicer than the one in the CL55.

The car will be in his brother’s name, so he’ll have to come to Chicago later on to sign the papers.

We headed to Giordano’s for pizza.

At Arlington Acura there was a nice looking QX4. Unfortunately, it had a little bit of rust, but much less rust than the green QX4 we looked at earlier. The interior is in excellent shape.

This sad looking Seville was parked in the corner. It wasn’t low on coolant so it probably wasn’t abandoned due to head gaskets.

Every used car we saw in Chicago was ruined by rust. That concluded our time in the city, so we headed back on I-55 to St Louis.

Ian remembered a Lincoln dealer in Lincoln, Illinois that had a 2004 Town Car Signature for sale with an asking price of only $5999, so we exited the interstate and stopped by to take a glance. We didn’t expect them to be open this late in the evening. It was a dated looking dealership, similar to the stores I remembered visiting as a child in the 1980s, likely built in the 60s or 70s and renovated a couple times since then.
I’m just guessing though. Despite its age, it Xamis Lincoln/Mercury/Ford was clean and well-organized, and the quality of service is far more important than how fancy the architecture is.

Everything was in nice shape. We met a salesman named Ed who was friendly and honest. He even contacted the previous owner (who owned it from 19,000 to 128,000 miles) and allowed us to chat with him about the car’s history.

The engine bay and interior were a little dirty, but nothing that couldn’t be cleaned.

He had us make a U-turn “over by the grain elevator” [you don’t hear that in the city] where we switched drivers.
Immediately, I was impressed. The new rack and pinion steering that Crown Vics and Town Cars adopted in 2003 eliminated a lot of the mush and numbness, offering good communication in an otherwise very isolated car.

I couldn’t find anything negative to say about it at all. The body and undercarriage were rust-free and the paint was in excellent condition. All the mechanicals felt well-sorted.
We sat down in Ed’s office and offered $5000. He countered with $5670. We asked for lower but his manager didn’t budge, so we thanked him for his time and left.

Later that evening, as we were heading back to St Louis, Ian called Ed and accepted his price of $5670. Compared to the beat-to-hell $10,000 Town Car that we looked at a week earlier in St Louis, this was a steal.

They delivered the car to Chesterfield, Missouri for free (300 miles round trip!) with fresh transmission fluid. After a $70 wash and cleanup by AutoSpa in Wildwood MO, it turned out beautifully. The interior looks and smells like new.

This was a Lincoln purchased at a Lincoln dealer in the town of Lincoln in the state of Illinois whose motto is “the Land of Lincoln.” Like my encounter with a Seville Road when I went to buy my Cadillac Seville in Pennsylvania, this seemed like fate… or an awesome coincidence. Just days after buying this Town Car, Ford officially ended production of the Panther platform (Crown Victoria/Grand Marquis/Town Car) in St Thomas Ontario, a quiet end to thirty years of dependable service. [The last Crown Victoria was, interestingly, sold and shipped to a guy in Saudi Arabia.]

The Mercedes deal at Motorwerks is still in negotiation.

I’ll do a thorough review of the Town Car later on.

Yearly Archives: 2011

Part 2: 1963 Chevy Impala Wagon Build Project

Two Years In The Making: 1963 Chevy Impala Wagon Build Project

Very Long Term, 140,000 Mile Update – 2001 Cadillac Seville STS

Weekly Wrap-Up – 1 October 2011

You can buy a new Nissan Versa for $10,990, but should you?

Bargain Ear Buds for Travelers – Sony MDR-E828LP, $15

Junkyarding: Cadillacs, Classic Volvos, and “Super Bitches”

New Fiat Ads: A Colossal Failure

Craigslist: Used Cars, Clever Words

Chicago Road Trip: Driving Benzes, Buying Lincolns, Eating Beef

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