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In Favor of Debadging Your Car

May 6, 2013 by Matt

Debadged 1986 BMW 635CSi White E24

Debadged 1995 BMW 525i E34 Oxford Green

I was against it before I was for it.

The standard line of argument against debadging hinges on pride in a particular make and model. I’ve heard variations to the tune of “such-and-such car is one of the most prestigious and revered models to be made by this-and-that automaker; you should leave it on as a tribute to the car’s pedigree,” and so on.

I understand that; it used to be my very own line of thinking, but several years ago, during an online forum discussion about the subject, a contributor gave me a new perspective on debadging. He wrote:

Take it off.

I take any adhesive badges off my cars. If there weren’t holes/indents on some, I’d take them all off.

In general, I’m sick of corporatism and being constantly marketed to. Why should I carry and display a corporate logo wherever I go?

I like the cleaner look. I don’t know why I need to clutter up the rear, just to make sure everyone knows it is what it is. Who cares? It really is silly when you think about it.

I wouldn’t go as far as removing the actual brand logos like roundels and emblems—larger design elements of the car are often built around them and don’t work without them—but his overall point really struck a chord. After all, who are the model badges intended to inform? Those who don’t know what the car is; true enthusiasts are aware of what they’re looking at by the car’s lines and details alone. Why festoon my car’s decklid just to advertise what I have to those who aren’t interested in the first place? Like the contributor points out, from a certain perspective, it is a bit ridiculous. And, like him, I appreciate the cleaner no-badge look as well.

Needless to say, all my cars receive the dental-floss-and-adhesive-remover treatment soon after the title is signed over.

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Technical Curiosities:
Opel’s Cam-In-Head Engine

May 3, 2013 by Matt

Opel Cam In Head CIH Engine Motor GT Manta

As with single-point fuel injection, the design of Opel’s cam-in-head (CIH) engine was an attempt to bridge the old and the new, to incorporate some up-and-coming features while using as many existing parts as possible. It’s a transitional form, as it were, between ’60s and ’80s tech.

Fitted to the 1.9l, 4-cylinder blocks of the engines of Opel’s GT and Manta coupes, among others, the CIH head is a hybrid of overhead-cam and pushrod technology. The camshaft is located in the cylinder head, as in an OHC engine, but the valvetrain still uses a pushrod setup’s rocker arms and lifters. It’s as if someone had taken a pushrod design and simply moved the cam upward until the rods themselves were rendered irrelevant.

Opel Cam In Head CIH Engine Motor

Advantages? The CIH engine was obviously an easier sell to Opel’s corporate overlords at GM, reusing as it did much existing pushrod valve gear while still offering some of the benefits of a true OHC engine. The valvetrain is more compact than in a pushrod engine and its associated inertia is much less, allowing a redline north of 10,000 rpm for race-prepped CIH engines with roller rockers and suitable springs and cam profile. Hydraulic lifters can be easily used, and in case they aren’t, valve adjustments are much more straightforward than they would be if the cam operated directly on the lifters. And significantly for the Opel GT, with its low-profile hood, the location of the camshaft farther down meant the engine’s overall height is lower than if the camshaft were truly overhead.

Opel Cam In Head CIH Engine Motor Schematic Diagram Drawing Layout Timing Chain Gear Sprocket

Downsides of the CIH engine mainly revolve around the standard limitations of a non-crossflow, 2-valve design, including relatively poor airflow and necessary compromises in combustion chamber design. Also, the cylinder head casting is relatively complex, which introduces a risk of cracking, and the head was only ever made out of cast iron, incurring a weight penalty over an aluminum head. And whatever the valvetrain’s inertial advantages over a pushrod design, there still exists considerably more valve gear than a more direct OHC layout.

Opel’s cam-in-head engine was a stepping stone, but a unique and noteworthy one.

Image credits: curbsideclassic.com

Editor’s note: This post is part of an ongoing series spotlighting obscure automotive engineering solutions. Read the other installments here:

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Car Ads and Brochures: Toyota Supra

May 1, 2013 by Matt

Toyota Supra Advertisement

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Dug these up recently from an old hard drive. I don’t know about you, but whenever I’m interested in a car (I don’t even have to actually own it), I’ll create a new folder on my computer simply as a repository of noteworthy pictures and documents. This post illuminates the contents of one such folder. It’s neat to see Toyota’s advertising change over the years, and to a slightly lesser degree, the emphasis of the ads. Enjoy.

Toyota Supra Advertisement

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Interesting that neither of the Mark 2 Supra ads feature the nose of the car…

Toyota Supra Advertisement

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Toyota Supra Advertisement

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Toyota Supra Advertisement

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Have I mentioned lately how much I miss my old ’88 Turbo?

Toyota Supra Advertisement

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Toyota Supra Advertisement

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Toyota Supra Advertisement

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Toyota Supra Advertisement

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Toyota Supra Advertisement

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Editor’s note: This post is part of an ongoing series chronicling interesting automotive advertisements and brochures. Read the other installments here:

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An Original Owner Story

April 29, 2013 by Matt

1995 BMW E34 525i Oxford Green Rear Back Taillights

A couple of New Years ago, I drove the kids in my 1995 BMW 525i back to my parents’ house for our annual holiday visit. My car’s original owner is a lady who lives on their cul-de-sac. She replaced the E34 with a new-ish E90 325i, but still misses her old car quite a bit.

I parked by the curb on a Friday afternoon, and she saw her old car for the first time since selling it to me that past spring. She had to run to an appointment, but the incident reminded me to ask her something I’d been wondering about for a while. So I sent her an e-mail later that weekend asking for her story of the car’s purchase.

Here’s her reply. It made me really happy. Enjoy:

I would love to tell you the story:

In about 1994 or sometime around there, I was in Germany on business and rented a car for business purposes, as I was traveling to another city for a second meeting. The car they offered me was a BMW 328i, and I drove it from Frankfurt far into the countryside (I can’t remember the town), on the Autobahn. OMG, that just took me right out re: BMW’s. It was a manual shift.

I had driven a manual shift earlier in my life (school bus in high school, old Volkswagens, Mazda 626, which I had at the time), so a manual shift was very much at home to me, and frankly, what I consider…shall we say…driving.

Back in the US, I started thinking about how nice it would be to have a BMW, but what a dream that would be. I went to the first dealership, and thought they were snotty and arrogant, but I did connect with a sales person there who took me for a test drive in a white 525 with black interior. It was pouring rain and we’d stopped on a dime in the rain on a back road, so that was impressive to me.

But black interior? High price? Arrogant dealership? Automatic? That was 4 votes for NO.

Sometime later I was having dinner with my then insurance agent, Peggy, and her husband Ed. Over the course of dinner I learned that Ed loves BMWs and is always on the lookout for good deals. In fact, Ed loved hanging out at a second dealership in Raleigh and knew the guys there. He’d be on the lookout, but you know how people say those things, so I didn’t think much of it.

And then, about 4 or 5 months later, out of the blue, it was December, and Ed called and said that the second dealership had a 525i with manual shift in house, at the price of $34,000. It had 4,000 miles on it because it had been driven by an Executive at the recently opened BMW plant in South Carolina, so it had been really packaged nicely for the Executive (hence the burl dash, which was new at the time). He talked to the sales person and they would hold it for me if I was interested.

I went to the dealership, drove the car, and (remember this was December, 1995, and car salesmen were not as egalitarian or enlightened in the awareness of Women as Legitimate Customers). The sales men (I emphasize the men word here) were commenting with some shock that I could drive a manual shift. (Huh?) They couldn’t imagine that I would want a manual shift.

OK, but I did and yes, I bought the car. I had incorporated my business, so bought it with profits from my business. I paid cash for the car. That same unenlightened salesman said (brace yourself for what’s coming), “So, little lady, who’s going to be paying for your car?” I replied, “I am.” “Well, I know that you will be making the transaction today, but who holds the loan, or who is giving you the money?”

I looked him square in the eye and said, “I own a business. I earned money in my business to buy this car. There is no loan. There is no one else. I am paying cash for this car. TODAY. If you have a problem with that, I can speak with someone else.”

He sputtered and said something about little ladies today, blah blah blah, and we proceeded with the transaction.

I only mention that as laughter as to how times have changed. I noticed that salesman was not there very long afterwards.

For the entire time I owned that car, I had all service done at the dealership, as you can see from the records. I never had one lick of trouble with it (except for a water pump that went out 3 years ago in 100 degree heat, and a local tire shop replaced that in an emergency).

All service was performed by the same mechanic, Conrad, their top mechanic, until he moved to Virginia. Then I interviewed Conrad’s recommended replacement, who I think was William.

The service manager at the dealership in Raleigh, Kelly, knows me and this car like his own child. They were always good to me.

And that car represented my business ownership, my success beyond my dreams as a small business owner, and a real sense of pride for me. It also drove like a dream. I “fit” in the bucket seat (no small feat for a 5′ 1″ tall woman with short legs)

I had grown up in a large family where we were always limping along with second hand cars and Dad doing the repair, and we crossed our fingers on big trips, so it was important to me to be religious about preventative maintenance.

Mostly that car represented to me Dreams Realized, and I’m not just talking owning a BMW (I was always a little embarrassed about that, I don’t like the Ego stories that people make up. It was always less to me about having a BMW as having a nice car that I had didn’t have to worry about, that I could be proud to drive up in, that I paid for from my business and that I loved loved loved to drive…It was so much about the way that car drives).

Thank you for taking such good care of this car, and for understanding that sometimes a car is more than a car.

And thank you for asking…

Happy New Year,

B.

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For Your Consideration:
The ’88-’89 BMW E24

April 26, 2013 by Matt

BMW E24 M635 M6 1989 1988 Gray

I realize some of you will always be partial to beauties such as the delectable E9 coupe, the exquisitely-proportioned E31 8-Series or the swoopy 507 roadster, but to me, BMW hasn’t made a better-looking car than the E24 6-Series. They just nailed it.

BMW E24 M635 M6 1989 1988 Gray

Frankly, the bumpers make or break the styling. Up until the final two years of the car’s long 13-year model run, the E24s bound for the US were fitted with hideous, protruding “diving board” crash bumpers—functional to be sure, but an order of magnitude worse to look at than the lovely, discreet Euro-spec pieces. But in 1988, BMW standardized the design across all markets with their so-called “world bumpers,” fitted to the E24 seen here. They still don’t complement the car’s lines quite as well as the Euro bumpers, but if the example seen in these photos is any indication, they do a fine job in their own right.

BMW E24 M635 M6 1989 1988 Gray

As an aspirational car, fit center caps to the 17″ wheels and position the badges correctly, and wouldn’t be ashamed in the least to be seen behind the wheel of this machine. Quite the opposite, in fact.

The rest of this photo collection can be viewed on the BigCoupe.com boards.

Image credits: Gregory Markarian

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Car Ads and Brochures:
Car and Driver, March 1984

April 24, 2013 by Matt

March 1984 Car and Driver

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I recently bought this issue on eBay. It has a fantastic review of the then-new Mazda RX-7 GSL-SE, an uprated variant of the first-generation car powered by larger 13B rotary engine. Between that and a road test of the contemporary Audi 4000 quattro (which I have owned a loved), I decided it was time to be able to turn the pages of the issue for myself.

Reading it was a delight. The road tests seemed to be far more detailed then than now, with fewer pictures and more involved descriptions of the driving experience. And then there were the advertisements, nearly worth the price of admission alone. I’ve scanned a few notable ones.

At top is great spread beautifully detailing Audi’s new quattro AWD system, and below is an ad for the Mercury Cougar, a car whose looks have not aged quite as gracefully as its (now defunct) manufacturer might have hoped:

March 1984 Car and Driver

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Mazda purchased the centerfold spread of the magazine to bring the buying public up to speed on the intricacies of its newest flavor of RX-7:

March 1984 Car and Driver

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Chevrolet’s ad is a bit of a head-scratcher, juxtaposing jaunty Southwestern enthusiasm with words like “synonymous,” “vernacular” and “refined:”

March 1984 Car and Driver

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The angle of the photograph in Ford’s spot for the Mustang SVO cleverly disguises the fact that the aero headlights intended for the car were not okayed by the feds until the middle of the following model year:

March 1984 Car and Driver

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Only a couple of pages apart, contrast Alfa Romeo’s wholehearted embrace of the emotional sell…

March 1984 Car and Driver

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…with BMW’s resolutely serious approach to advertising their 533i:

March 1984 Car and Driver

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Finally, we have a couple of non-car ads; first, one for Kenwood’s cutting-edge tape deck audio system with “wings” that swing out:

March 1984 Car and Driver

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And one featuring Recaro seats, examples of which many enthusiasts would pay dearly for nowadays:

March 1984 Car and Driver

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My automotive history sweet spot exists somewhere around the mid-’80s, so having the issue on hand to peruse was a real treat.

Editor’s note: This post is part of an ongoing series chronicling interesting automotive advertisements and brochures. Read the other installments here:

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Datsun 240Z Restoration:
Treasure Hunting

April 22, 2013 by Matt

Datsun 240Z Junkyard

Beautiful day for a junkyard visit.

A week or so ago, I tracked down a used coolant overflow bottle for our minivan at the local Pull-A-Part location. I’ve been to you-pull-it junkyards before, and I have absolutely no affiliation with the company, but this one was in a whole different league—clean, well-stocked, organized and efficient. It didn’t take me long to track down the part, and I took some time to scout the yard for desirable cars.

I forgot how much I love junkyards. Sure, it’s sad to see cars in such states of decay, but the variety on the lot presented a great opportunity to get a first-hand look at the mechanicals of some cars, such as an early Saab 900 or Alfa Spider, that I’d only seen in pictures on the Internet. It’s a car tech geek’s paradise.

So after my first visit for the coolant bottle, yesterday I returned for some Z parts. The orange-on-white ’72 240Z at top was my initial focus, but I scouted out some others as well, including a 2+2 280ZX:

Datsun 280ZX Junkyard

and a non-turbo Z31 300ZX:

Nissan 300ZX Z31 Junkyard

Neither had many salvageable interior bits, both both their engines were intact.

My two main scores were a 6-2-1 header off the 240Z:

Datsun Nissan 240Z L24 L26 L28 Exhaust Header

and an under-hood service light:

Datsun 240Z under hood light

I’m hoping the header will clean up. It seems to be intact. If not, no big deal. Removing it was a bear; since I didn’t have a hacksaw, I had to rip the whole exhaust off, and ended up having to pull the steering column and twist the crusty muffler off before fishing it out the hood. As for the service light, the aluminum body should clean up, and my intention is to simply buy a new plastic lens, if it’s available. I’m strangely optimistic about that; in my experience with car restoration, sometimes the little ticky-tack stuff can be had more readily than more desirable NLA parts like door weatherstripping and interior plastic components.

If nothing else, it was a fun couple of hours exploring the yard and tearing into a classic Z with wild abandon.

Editor’s note: This post is Part 20 of an ongoing series chronicling my efforts toward the restoration of my 1972 Datsun 240Z, originally my father’s. Read the other installments here:

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