Get the Flash Player to see this player.

This is the first part of a series of photos of a month long journey on a tour of the USA.  Jim and Julia are not afraid to drive a 50+ year old car across the country to see the sites like we used to do.

Where is the 56′ in this Photo?  Arches National Park, Utah  near Moab

Play the song – See the USA by Dinah Shore

Rollin’ in (Pennz)oil article by Debra Reid of the Daiily Sparks Tribune:

Chuck Thomas, owner of a 1955 Chevy Sedan Delivery, is much more than another retired and wealthy car buff with too much time on his hands.

The 61-year-old, former electrician spends his retirement assisting fellow car enthusiasts and helping to raise money for local charities.

“A lot of guys need help with tools and (automotive) knowledge,” Thomas said. “I love to help people out with their cars.”

His work has paid off. Thomas has won a lifetime supply of Pennzoil platinum motor oil.

“I was honored,” Thomas said. “It was totally unexpected. I thought it was great.”

He received a plaque at the Grand Sierra Resort on Tuesday. He knows the supply of oil will be sent to his home but does not yet know when he will start receiving shipments.

Thomas equipped his Chevy with a state-of-the-art, V8 engine that has electronic fuel-injection plus an overdrive transmission. The modifications gave Thomas 22 or 23 mpg on the highway and about 18 mpg in town. The original “straight-six” carburated engine might have used 12 mpg at best, Thomas said.

Thomas said he has a concern for the environment and has spent thousands of dollars making sure his Hot August Nights ride is as clean and efficient as possible.

“This thing is so much cleaner than the original,” the Spanish Springs resident said as he cruised downtown Sparks on Friday night. “If the state wanted to smog it, this car would pass.”

The state of Nevada doesn’t require smog tests on cars built in the year 1967 or older.

“It’s only beneficial to me to have a motor that is emission-sensitive and saves me gas,” Thomas said.

Thomas’ investment of time and work into his car classifies his Chevy as a “custom” car as opposed to a “classic.” Classic cars are restored, as close as possible, to their original condition and maintain a higher resale value than modified cars, Thomas said.

“We have (classic) cars with the same (original) screws, tires, hubcaps, engines – exactly the way it was.”

Thomas, a member of the Classic Chevys Club of Reno, devoted hours and dollars to make his vehicle top-shelf among custom cars. The car enthusiast’s hobby has put him at an estimate of $75,000, $25,000 of which was originally put in five years ago in Tennessee. His rare “handyman panel” was a work truck for plumbers and electricians.

The total cost now includes his car’s new engine, transmission, paint, chrome and upholstery.

While he dedicates time for his own car, Thomas spends more time helping fellow car buffs with restoration and mechanical upgrades. Future projects await him in California where he’ll attend 25 to 28 other car shows this year.

“He is always available to help anyone with anything,” Thomas’ wife and cruise-mate, Sharon Thomas said.

For his helpfulness, fellow club members nominated Thomas for the Pennzoil Platinum Prize.

Now he’ll have all the Pennzoil motor oil his cars will ever need.

“I’ve used Pennzoil for years,” Thomas said. “It’s a good product. I’ll be happy to take it and use it.”

He believes the company will send him full synthetic oil, which he said would work better for his car than the conventional type.

The award appeals to Thomas’ ecologically conscience nature.

“We (the members of the Chevy car club) want our hobby to be (environmentally) sensitive,” said Thomas.

Thomas has done his share of car-watching at this week’s Hot August Nights event. He sees all car types at the event but more customs and hot rods than classics, he said. He explained as original, steel-bodied cars become harder to find, fiberglass kits are gaining ground allowing car buffs to build replicas of their dream cars from the ground up. A popular kit duplicates the Ford Mustang, said Thomas.

“Beauty’s in the eye of the beholder,” joked Chevy-man Thomas.

He does most of his own automotive work except for some of the paint and interior details. He complimented Al’s Rod Shop of Sparks for their paint job on his car’s interior trim and dash.

“They did an excellent job,” he said.

This was the first year Thomas was eligible to register for Hot August Nights at a cost of $180. Thomas said there’s always a waiting list to register for the event. It takes at least a year or two to get in and be eligible for the controlled cruises, show ‘n’ shines, and other venues. Hot August Nights officials said 6,000 cars were registered with 3,000 more unregistered cars at this year’s event.

For more information on his car club, Thomas referred readers to the Web at www.classicchevyclubreno.com.

Hobbyist Protections Added to Lessen Impact of Cash for Clunkers Program

It seemed inevitable. In response to the economic tsunami, nations around the world have enacted cash for clunkers programs to help jump-start new car sales. The United States has now joined the crowd. But, there is good news. The Specialty Equipment Market Association (SEMA) and the SEMA Action Network (SAN) persuaded Congress to spare cars 25-years and older from the scrappage heap and expand parts recycling opportunities under the new law.

Congress passed the controversial program in June. Consumers who voluntarily participate, will receive a voucher to help buy a new car in exchange for scrapping a less fuel-efficient vehicle. The SAN was able to ease the program’s effects by convincing lawmakers to include a requirement that the trade-in vehicle be a model year 1984 or newer vehicle. This provision will help safeguard older vehicles that may possess ‘historic or aesthetic value’ and are irreplaceable to hobbyists as a source of restoration parts. The measure also allows all parts to be recycled except the engine. Lawmakers were convinced to permit the drive train to be recycled if the transmission, drive shaft or rear end are sold as separate parts.

The cash for clunkers war had two battles. The first ended in mid-February when President Obama signed a clunker-free stimulus bill into law. For the previous two months, thousands of SAN members responded in force by deluging lawmakers with e-mails, faxes and phone calls in opposition to a scrappage program.
The second battle began on March 30 when President Obama embraced the idea as part of a financial aid package to help a struggling auto industry. The signal was sent—when, and not if a scrappage program would be initiated.

The SAN then focused its efforts on lessening the impact of the program on the hobbyist community.

“SEMA and the SAN are disappointed that Congress ignored evidence that vehicle scrappage programs will not achieve claimed environmental benefits,” said Steve McDonald, SEMA’s Vice President of Government Affairs. “However, we are pleased that lawmakers agreed not to include the older cars and parts that help drive the passions of many in the automotive hobbyist community.”

Under the program, consumers who agree to scrap a trade-in car that gets 18 miles per gallon or less (15 mpg or less for heavy pick-ups and vans) will receive a voucher to buy a qualifying new car. The voucher will range from $3,500 to $4,500 based on the new car’s fuel efficiency. The program primarily targets SUVs and pickups since most passenger cars manufactured during the last 25 years get more than the 18 mpg combined city/highway requirement.

The car buyer will receive a $3,500 voucher if they buy a new passenger car that was rated at 4 mpg higher than the older vehicle, or a new pickup truck/SUV that was at least 2 mpg higher than the old truck. They will receive a $4,500 voucher if the passenger car was at least 10 mpg higher and the truck/SUV was at least 5 mpg higher.

Lawmakers want the program to last one year but have only set aside $1 billion to fund car purchases made from July 1-Nov. 1, 2009.  They will seek another $3 billion later this summer to fund the program into 2010.
“It took countless meetings with lawmakers and their staff in order to secure the 25-year exemption and recycling provisions,” said SEMA Director of Regulatory Affairs Stuart Gosswein. “While it proved impossible to kill the scrappage program, lawmakers were keenly aware of the SAN’s opposition to the program and wanted to remove any unintended consequences to the hobbyist community. Your voices were heard.”

By Butch Chaffer, with thanks to HMM’s Ray Bohacz for excerpts & ideas
I, as do most of us, do expect those who swing wrenches for a living to execute proper mechanical procedure and exhibit a level of basic automotive knowledge. And the same standard should apply to an enthusiast who works on his own car. The following is a list of major peeves (or big no-no’s) that have been noted over time while observing work by professionals and enthusiasts alike.

DIRTY CARBURETOR: When not clean and varnish-free, air bleeds, emulsion tubes and passages do not function as designed, and performance and engine drivability suffer. A gummy, dirty carb is commonly seen on beautifully detailed muscle cars that are driven. The pros aren’t immune either, as many times I’ve seen mechanics replace air filters and ignore the filthy carburetor underneath. Carb cleaner is still cheap and easy to use.

HANGING BRAKE CALIPER: Any mechanic worth his salt recognizes that a brake caliper is not meant to swing from a rubber brake line during repairs.  Use a wire, or rope, or bungee; anything to keep the strain off the hose. OK, some of you say “B.S., I’ve always done that with no problem”. Of course, the weakened crimp or slight hose stretch is never thought of when the hose fails a year later on a panic stop (musta’ been a rock or bad hose). But hey, you saved 2 minutes on the job.

HOISTING ENGINES: There are chains, straps, and steel cables meant to connect your prize to your hoist. OK, this is aimed mostly at the enthusiast, as most mechanics don’t want the liability. But using clothesline, fan belts, or romex house wire (yep, seen them all) to support a suspended engine really borders on gross stupidity. The obvious damage to the engine and/or vehicle when it breaks, and it will, is only surpassed by the potential injury to yourself or buddy (should one still be in the area). ‘Nuff said on that!!

WHEEL BEARINGS: Proper care is needed for long life of front wheel bearings; correct lubricant, adjusted to a specified pre-load, and kept in a clean environment when removed for brake service. Contamination by placing it on an old rag, inside a wheel cover, or around a dirty work area is a sure way to entice a future roadside replacement session, or worse. Wrap in a clean paper towel or virgin rag until ready for greasing and replacement.

TIMING LIGHTS: Unless you are working on a 1920’s, 30’s, or 40’s stocker, you have pretty much moved past mediocre ignition requirements on your ride. Modern automotive engines are amazingly efficient and powerful for their size. This is due in no small part to the precise spark control designed into these power plants. Long gone are the days of “timing by ear” for the best performance and drivability of your vehicle. Unless, of course, your expectations from that nice engine you installed is just “pretty close, good enough”. A decent timing light with a ‘dial-back’ feature is not expensive, is easy to use, and should be a part of every enthusiast’s tool box. Poor timing, even if not readily noticeable in your everyday driving, affects your exhaust emissions, gas mileage, plug life, oil life and even engine temp. Every decent mechanic and performance tech uses a timing light. It separates the winners from the losers. Even the experts aren’t that good at guessing.

DISTRIBUTOR CAM LUBE: Nothing wrong with that original classic that still uses points. In limited use of a few hundred miles a year they work fine. But a little maintenance knowledge is needed, especially for those who grew up with electronic ignitions and now have a classic with old school breaker points. The breaker arm on these points have, or should have, a felt pad that wipes the rotor cam ahead of the rubbing block. This pad contains lube that keeps the wear on the rubbing block to a minimum. Often this pad is missing or dry. It should be lightly coated with that grease in the little capsule that came with the points, as well as a thin film on the cam lobes, a must if the points have no pad. Point gap affects the timing and coil saturation, so maintaining proper gap over time is essential. The rubbing block can be worn away in a few hundred miles without proper lubrication. Lost that capsule? Auto stores such as NAPA have small tubes of distributor cam lube….a lifetime supply. Emergency alternative? Try a drop of engine oil off the dipstick onto your finger to apply a thin film in the cam lobe.

HAPPY MOTORING…..BE SAFE…..WORK SMART……HAVE FUN

You may have heard about a new law that came into effect on February 10th. The law is a broad, sweeping law called the ‘Consumer Products Safety Improvement Act’ (CPSIA). The law was enacted as a knee jerk reaction by Congress to the importation of lead tainted toys from Mattel etc. The new laws give very strict guidelines that have had unintended consequences for many industries. Many metal alloys often contain lead. Engine casings on mini motorcycles, valve stems, spoke nipples etc all now fail the new standards. The fact that lead in metal alloys is ‘insoluble’ has escaped the Government and the CPSC. The lead content in alloys poses no health risks whatsoever. The law was entirely political, and will do little or nothing to protect our children. How many of us have seen kids sucking on motorcycles?

At this point in time, all motorcycle manufacturers have stopped selling youth motorcycles for kids age 12 or under. Honda, Yamaha, Kawasaki, Suzuki, KTM, Polini, Cobra, Polaris and OSET are all in the same boat. Any bicycle with 24″ wheels or less is now illegal to sell, although the bicycle industry appears to be ignoring the law. To be clear, none of the above companies are now selling youth motorcycles! You can NOT go to a Honda dealer and buy a CRF50, CRF70 or CRF80, or their youth ATV’s.

This is clearly a HUGE issue that needs to be fixed. With the economy in recession, what sense does it make to stop dealers selling inventory, and to effectively close thousands of American businesses, costing tens of thousands of jobs?

There is something we can do. Congressman Tom Self is a moto-Dad, and has taken up our cause. Tom has a standard letter that needs to be signed by every motorcyclist in the Country. If you go to http://www.tomself.com you will see the letter on the home page, and can sign & send in less than a minute. Here is a few links to the News…

http://www.tomself.com

http://chimotonews.blogspot.com/

http://www.msnbc.msn.com/id/29227011/

Oregon to prohibit sale of aftermarket auto parts (Write your congressman!)

Oregon Bill to Prohibit Sale of Aftermarket Parts to be Considered
by Committee on Tuesday, Feb. 10

The Oregon House Environment and Water Committee will consider legislation (H.B. 2186) to prohibit the sale and distribution of aftermarket motor vehicle parts if alternatives are available that “decrease greenhouse gas emissions from motor vehicles.” The bill is primarily focused on aftermarket tires and would authorize the Environmental Quality Commission to implement enforcement regulations, likely based on a rolling resistance calculation. The bill was introduced at the request of Governor Theodore Kulongoski.

We Urge You Contact All Members of the Environment and Water Committee (Contact Information Below) TODAY to Request Their Opposition to H.B. 2186

For those interested in attending the hearing to show your opposition, the committee will meet tomorrow, Tues., Feb.10, 2009 at 3:00 p.m.at the following address:

Oregon State Capitol
Hearing Room D, 900 Court St. NE
Salem, Oregon 97301

We Urge You to Contact the Members of the Environment and Water Committee (Contact Information Below) Immediately to Request Their Opposition to H.B. 2186

H.B. 2186 would regulate vehicle fuel economy, an authority reserved to the federal government.

H.B. 2186 could ban tires that may have improved performance, handling or appearance features, based solely on a rolling resistance rating. In addition, this program could easily distract consumers from focusing on more important safety issues such as tire inflation and overloading of vehicles.

H.B. 2186 would force consumers to purchase only original equipment manufacturer (OEM) tires because the program essentially exempts OEM-selected tires and unfairly implies that they are superior to aftermarket products.

H.B. 2186 could prohibit aftermarket parts designed to either personalize or optimize specific vehicle performance attributes including handling, towing, suspension, fuel economy, etc.

H.B. 2186 provides broad authority to government regulators and could limit a range of aftermarket parts currently available to consumers based on the subjective determination of government regulators.
DON’T DELAY! Please contact the House Environment and Water Committee immediately to urge their opposition to H.B. 2186.

Oregon House Environment and Water Committee

Representative Ben Cannon – Chair
Phone: 503/986-1446
Email: rep.bencannon@state.or.us

Representative Jules Bailey
Phone: 503/986-1442
Email: rep.juleskopelbailey@state.or.us

Representative Phil Barnhart
Phone: 503/986-1411
Email: rep.philbarnhart@state.or.us

Representative Cliff Bentz
Phone: 503/986-1460
Email: rep.cliffbentz@state.or.us

Representative Deborah Boone
Phone: 503/986-1432
Email: rep.deborahboone@state.or.us

Representative Vic Gilliam
Phone: 503/986-1418
Email: rep.vicgilliam@state.or.us

Representative Bob Jenson
Phone: 503/986-1458
Email: rep.bobjenson@state.or.us

Representative Jefferson Smith
Phone: 503/986-1447
Email: rep.jeffersonsmith@state.or.us

Classic Cars and Modern Engine Oils – Myths & Facts

I’m sure you have heard the talk, seen some e-mails and read some articles or blogs about current engine oils and it’s use in your classic or pre-80’s vehicle. If not, it goes like this………..

ZDDP (zinc dialkyl dithio phosphate, which contains phosphorous, plus some zinc & manganese) has been reduced to levels in modern engine oils that will cause rapid premature wear, even failure, of flat-tappet camshafts. This also affects some distributor gears and non-roller cam chains. ZDDP, more commonly called ZDP (zinc dithiophosphate) by automotive engineers, has been used in engine oils for over 60 years; the main purpose being an anti-wear, anti-friction barrier between the lifter crown and the camshaft lobe. The phosphorous is poison to catalytic converters, so the new “Starburst/ API SM” engine oils have the ZDP levels reduced to eliminate early catalytic failure, which is “certain death” to non-roller cam motors. Use of ZDP additives or diesel engine oils, which have several times more ZDP and are perfectly compatible with non-emission controlled engines, are necessary for these older motors to survive. Running with the low ZDP levels in modern “starburst” oils is almost like running without oil in your beloved classic!!!

OK, boys and girls. Let’s put this BS where it belongs…..in your trash bin. Here is some sound engineering information from Bob Olree of the GM Powertrain Fuels and Lubricants Group, starting with a little history of ZDP use.

Read the rest of this entry »