If I were a Buick salesperson I would do everything possible to get a potential SUV customer into a Buick Enclave for a test drive.

Better yet, maybe park in front of the Lexus dealership and offer Enclave rides before they pluck down any money for one of those offshore “luxury” SUV’s.  Given what I have seen testing the new Enclave, it matches the perceived luxury brands from Japan and Germany. Better yet, it’s a hometown product and no apologies need be made for less than the highest quality in workmanship or materials.

The Buick Enclave can match or exceed its foreign competition in every aspect that matters. Take the Enclave’s styling; it has an elegant and boldness that has always been a Buick legacy. The bold Buick trademark grille is the marquee for the big bold SUV body that is not too big, but large enough for a family of seven with the standard third-row split bench seat.

Buick says the Enclave is an eight-passenger, but I would not want to be the last one boarding. There are even port holes on the hood sides that are reminiscent of the big Buicks in the 1950s. Unlike some of other SUV’s, the Enclave does not have the slab-sided uninspired look found on many of the other SUVs in this class.

Big shiny 20-inch chrome-clad aluminum $300 optional  wheels on the tested Enclave provided a flashy display as I rolled up to the stop light. I would pay extra for this option, because bigger wheels look so at home here. Buick has almost always had the most recognizable grills, and the Enclave can be identified from a block away — just like the old days when every kid could tell you the vehicle brand year. A power up and down cargo gate will save a lot of groceries from being dropped in the parking lot. The cargo area will hold 18.9 cubic feet with the rear bench seat unused. That is more than almost any big sedan. With the rear seat folded down, 535 cubic feet can be added. A 4,500-pound trailer can be towed if that’s not enough room for vacation junk. 

The standard 3.6 Liter 288 horsepower V-6 engine and 6-speed automatic transmission are well up to the task of getting the 4,985 pound Enclave down the road. The optional all-wheel drive would be a smart upgrade around the Midwest, but even the standard front-wheel drive would be adequate for all but the worst winter days.

Gone are the old days when we could easily find plenty to say about poor paint jobs on domestic vehicles. Actually, I now believe the Detroit 3 are better painters than almost any of the foreign companies, and this Enclave had a perfect Cocoa Metallic color coating. Under the hood the V-6 engine is in a typical sideways configuration. That makes general servicing much easier.

The single most important styling consideration for any vehicle, be it a truck or a luxury sedan, is the cabin area. The dashboard and its luxo/sporty appearance is something the owner notices every time it’s started up. If you’re not excited to notice all of the elements of the dash and the instrumentation you may soon be tired of making the payments.

The Enclave does not take a backseat to anyone for styling, including the interior. The richness of the materials and presentation of the many controls are not only intuitive to operate but are smart looking, too.

A power sunroof with the second-row skylight added $1,400, but how could you do without it? Also, a second-row console put another $300 on the tab. The whopper option was the audio with navigation and DVD player that also included rear seat entertainment. Almost all GM vehicles now come with OnStar, and while you may never use it, it will only take one bad accident with its ability to monitor your vehicle in emergencies and send help or help the cops find it fast if its purloined. Even with the options the final price was $49,955. Seems like a lot of dough, but this is luxury and our test CXL edition was loaded. I cannot think of anything I would or could find to add.

Be it vacations or just general use, a SUV is perhaps the perfect vehicle. It’s a truck or sedan; pick your needs at the time and its ready. The Enclave is a mid-size SUV, and it’s a little on the high side. The nice styling does limit some of the window area that other less attractive SUV’s may have. Its something you get used to. The backup camera will become your friend; the stylish rear window will not be used much for backup duty.

I think the Buick Enclave is unmatched in every category.

In days long ago Woodward Ave was the place where young hotrodders spent their week evenings. Among those who lived the life was Bernard  Sznaider.
Bernard had one of the fast "Hemis" on the street in the mid-1950s' here is a little vignette of those times from Bernard.
If you have a good Woodard story form those days write it up and include a picture in jpeg form and send it to me at fasteddie4u@gamil .com
 

In 1955 there was a Hot Rod Club in Birmingham MI called the Road Barons. They had cool jackets with a red 32 Ford coupe in the crest on the back of the jacket. At the time I had a gray primer 32 Ford coupe and wanted to join the club because of the cool guys, with cool cars, and of course cool jackets. There was a 49 Merc, a 50 ford, a 51 Olds Covertable, and a 55 Chevy, with a tri-power and Mag-spark. So I join the club, and we held meetings at the  Cadillac dealership in Birminghm lunch room at night once a month,of which is now  a Mercedes dealership at that location. Well, one day they had a meeting, and I couldn't attend because it was about me, and I'm wondering, what the heck did I do? Well after the meeting, I was told that I couldn't be a member any longer, because the by laws said that you had to be a resident of Birmingham, and I was from Pleasant Ridge. Although one member said that he came to my defense and said, I think Bernard should stay, because he's the only one with a Hot Rod and what's a Hot Rod Club with out a Hot Rod. Yes, it did look cool parked along side the building of the  Cadillac dealership. Well recently I had Speedy Tees of B'ham reproduced the jacket, Crest, and all. I framed one and presented it to the Owner of the Hunter House, Susan Cobb. The reason why, is that members of the club use to hang out there in 1955.  When asked one why is it thatt hey hung out there, when there was Dan's Drive In, later called Dan's Big Town, and of course the Totem Pole in Royal Oak MI. The answer was. that this restaurant is in Birmingham, and we give them our business, because we're from Birmingham also.   Also, I've commissioned artist Mike  Difazio to do a poster of my 1947 Plymouth Racing a 1940 Willy's in front of the Hunter House, with a girl in front dropping a hankie to start the race. It is now in a two page center fold in this months issue of Cruis' News Magazine Bernard

Here's what Susan Cobb had to say: 

 

Hi Bernard !!

 

It was so great meeting you the other day and receiving your gorgeous framed Road Barons jacket for Hunter House!  I also received the photo today from Mike DiFazio and it is just my favorite picture EVER!!!!  I love that you had the idea of putting Marilyn Monroe, etc, in the window -- Wow -- we just love it !  I was wondering if you would give me Mike's phone number so I can get a 2nd poster to hang in Hunter House.  I would like  a copy of the poster for the restaurant -  I would really like to hang this special one in my home with my other Hunter House collections, and purchase another poster from Mike for the restaurant.
THANK YOU AGAIN for all you have contributed to us this week - wonderful memorabilia from our past! 

 

Susan

My 47 Plymouth Business Deluxe Coupe . Was built in Canada, and is a business coupe with a back seat and a Chrysler straight six from the factory. It now has dual carbs and headers.  Converted from Deluxe(D) to Special Deluxe(SD), such as (SD) streering wheel, windsheild molding, and radio grill. Has front disc brakes, full moon hubcaps , Moon tach, half moon headlight covers. bull nose hood trim, blue dot tail lights, Cherry Bomb mufflers with exhaust comming out before the rear wheels. Good paint (black), chrome, and interior (red and gray vinly). Radio converted to AM-FM. 

WARREN, MI – In an effort to produce lighter, more fuel-efficient and better handling models, Chevrolet Corvette features advanced materials such as carbon fiber.
Until now, exposed-weave carbon fiber, one of the coolest looks for fast, hot cars, was unavailable to consumers because the sun degrades the material on the exterior surface.
In fact, experts thought putting exposed carbon fiber on the outside of any retail car was nearly impossible. Painting over the carbon fiber was the only option.  All that has changed due to an industry-first technology breakthrough: “sunscreen” for the Chevrolet Corvette ZR1.
“Everyone said it couldn’t be done, and we were crazy for trying,” said Mark Voss, senior design engineer for the ZR1.
Undaunted, Voss and his team worked for three years on their own time to develop a glossy, UV-resistant clear coat that allows exposed carbon fiber to be used on the body of the car.  It also shields the carbon fiber components from chips and scratches.
“Our challenge was finding a way to give our customers exposed-weave carbon fiber with the durability they have come to expect from a Corvette,” Voss said. “Other automakers have opted for fake attempts at a carbon-fiber look.  With the Corvette ZR1, we wanted to give customers the real deal.”
Carbon fiber on the Corvette emerged from the technology transfer between the production Corvette and the Corvette C6.R that races in the American Le Mans Series.  Carbon fiber reduces weight and improves stiffness compared to steel. Carbon fiber is approximately one-fifth the weight of steel and one-third the mass of traditional composite panels.  That means a lighter, more fuel-efficient vehicle with a lower center of gravity for better handling on the road and on the race track.
For a consumer vehicle, exposed-weave carbon fiber, with its honeycombed appearance, offers the fuel efficiency of painted carbon fiber, but has a unique aesthetic.
The ZR1 features exposed-weave carbon fiber on the roof panel, roof bow, rocker moldings, front fascia splitter, and the underside of the hood.  The ZR1 has carbon fiber floor panels as well, although not in the exposed-weave format.  For the Corvette Z06, carbon fiber fenders and floor panels come standard with an optional package that includes splitters, rockers and roof panels.
 Voss, a former drag racer, confirmed car nut, and incessant tinkerer says his passion for all things automotive fuels his imagination.  “When I’m not at work with my Chevrolet colleagues developing new technologies, I’m at home working on one of my cars in the pole barn,” he said.
Voss’ “pole barn”, is just one hoist shy of being a full-blown automotive shop.  The heated and furnished 1,800-square-foot outbuilding includes car tech essentials such as a metal fabrication station. He has owned more than 50 cars in his lifetime, his current classic favorites being a 1979 Corvette and 1972 Chevrolet Blazer.

About Chevrolet
Chevrolet is a global automotive brand, with annual sales of about 3.5 million vehicles in more than 130 countries. Chevrolet provides consumers with fuel-efficient, safe and reliable vehicles that deliver high quality, expressive design, spirited performance and value. In the U.S., the Chevrolet portfolio includes: iconic performance cars, such as Corvette and Camaro; dependable, long lasting pickups and SUVs, such as Silverado and Suburban; and award-winning passenger cars and crossovers, such as Malibu, Equinox and Traverse. Chevrolet also offers "gas-friendly" solutions, such as the upcoming 2011 Chevrolet Cruze Eco model that is expected to deliver up to an estimated 40 mpg highway, and 2011 Chevrolet Volt that will offer  25-50 miles of electric driving and an additional 310 miles of extended range with the onboard generator (based on GM testing).  Most new Chevrolet models offer OnStar safety, security, and convenience technologies including OnStar Hands-Free Calling, Automatic Crash Response, and Stolen Vehicle Slowdown. More information regarding Chevrolet models, fuel solutions, and OnStar availability can be found at www.chevrolet.com.

We are now finishing the restoration and electrification/hybriding of the GM Motorama Dream/Concept car, the 1955 LaSalle Roadster.

1955 LaSalle – Joe Bortz Interview on Rides With Chuck describes the process of electrifying the car.
http://www.youtube.com/user/RideswithChuck

In 2008 the 1955 LaSalle Roadster & the 1955 Biscayne were the first cars to be shown at Pebble Beach in unrestored condition.  This video of the LaSalle shows how I found it in the Warhoops Junkyard and how we had to reassemble all of the components that came with the car and its chassis and fabricate the entire nose piece, hood and doors which were missing on the cars.
http://www.youtube.com/watch?v=PWhjxCkw-34

1955 Biscayne Restoration Process
http://www.youtube.com/watch?v=Pae3qVRPdPw

Both of the 1955 Chevrolet Biscayne and the 1955 LaSalle Roadster were discovered in the archaeological dig at the Warhoop’s Junkyard in Detroit in 1988. Feel free to use any of the videos and we would be happy to provide more pictures and information. If you have any questions you can call Joe at 847-668-2004. Joe is always looking for more concepts/dream cars.  You can include his phone number 847-668-2004 cell, BortzCars@gmail.com in anything you publish.


As you know just about all the American Dream Cars/Concept Cars were about design and not about mechanical innovation.  In my opinion this was mainly due to the fact that the American’s felt that they had won WWII and the attitude after the war was “If you got it flaunt it” and this made the design of the automobile paramount for its sales.   The other interesting aspect of two LaSalles, besides being fantastic sculptures is that they were both equipped with V-6 aluminum block, double overhead cam fuel injected engines with independent rear suspension and a flexible drive shaft.  These engineering components were never seen in any other GM concept cars or production cars for decades.  However, the Europeans brought in each of these innovations in the early 60’s and all the way to the early 70’s as their great ideas and inventions.  This is the reason that I consider these two cars besides being great sculptures for the Motorama the most important historic 20th century cars in the United States.  If the ideas from these cars were put into production in the later 50’s and early 60’s the entire course of American automotive history would have changed and the European car never would have been so successful.  We undoubtedly would not have seen the predicaments that GM ended up with in the 80’s and 90’s and thereafter.

The other aspect of these two cars is that the engine internals were never completed and were not set up to be completed so that the two cars are “push mobiles”.  Having a lot of experience with concept cars I feel that it never looks right if a concept car has to be pushed up on a stage to accept an award and with that in mind and in view of the fact that the general public is enamored hybrids and electric cars I have decided to ‘Tinker with History’.

I have found three retired inventors on the south side of Chicago, Pioneer Conversions that have been turning Prius’ into plug-ins and totally electrifying Porsches.  I have contracted with them to set up an electric hybrid motor in the trunk of the 1955 LaSalle Roadster so that it can be mobile on the road and at car shows.  We would be happy to provide additional pictures that show the car at the start of this project when they had laid out the plan for the motor.  The gentleman that is going to record the project has put the first video up on his YouTube sight “rides with chuck” and I thought that it would be an excellent start for you to give your readers the beginning basis of the second phase of the restoration which is the electrification of the LaSalle roadster.

Once the electrification is done the car will go to a restorer who will do a complete restoration of the body and interior.  Most of the underpinnings of the car are chrome plated similar to what you might see at a Rod & Custom car show.

Donny and Marie Osmond say they are a “little bit country, and a little bit rock and roll.” Jeep could say the Compass is a little bit Jeep and a little bit SUV. Based on the Dodge Caliber platform, the Jeep Compass is just what many families need. The Compass is a split between a compact station wagon and an SUV. The standard model is a front-wheel drive linked to a 5-speed standard transmission. If you live outside the city, an all-wheel drive is optional. Also, a continuously variable transmission (CVT) is $1,100. The Limited model had both of these options and the more powerful 172 horsepower 2.4-liter 4-cylinder engine. There is a base 158 horsepower 2-liter engine, too. I had the 2.4 with 172 horsepower.
Don’t assume that the Compass is an offroad Jeep, because while it carries the Jeep label it’s really a compact wagon. However, there is the persona that you are in a real Jeep due to the family resemblance to a Jeep, especially around the front-end styling. The Jeep Inferno Red metallic paint job was not only perfect, it screamed Jeep!

Anti-locking all-disc brakes and side front and rear air bags were standard issue.
The test Limited model had almost all of the possible options, including the 18-inch chrome aluminum wheels with P215/55R performance tires at $825. A power sunroof added $1,295, but that also included an upgraded Boston Acoustics sound system that had a subwoofer and two facing forward speakers in the lift-up cargo gate. The list of standard accessories was long, and included about everything we have come to expect, including power windows, mirrors that fold away, a 115-volt outlet in the center console, cruise control and even heated seats.
    Sturdy leather covered are the seats and steering wheel. There is much more. Even a navigation system at $1,200. The best price yet for the nav and the 30 gigabyte hard drive capable of holding more than 4,000 songs.
    There are some concerns with the 2010 Compass, starting with the CVT transmission. It is not as smooth as the old-time automatics with actual gear changes. The CVT is simply a couple of pulleys that change their size as the engine applies power. I see no real advantage to this idea except there are fewer parts and less weight. But, as the test time went on, I became quite comfortable with the CVT. It is a much better and smoother unit than the first examples.
    The 2.4-liter 4-cylinder engine is adequate around town, but if you think you’re going to pass on a two-lane road you better make sure you have plenty of room. In addition, the engine is a little rough and noisy, especially at lower speeds. For this, you can expect 21/24 mpg. You could get as much as 29 mpg if you go cheap and buy the base model for about $18,000. Jeeps are selling so well that it may be difficult to get the dealer to go lower.
    There is a surprising amount of possible cargo space even with the rear split back seat up. Fold it down and fold the front passenger seat flat and a small load of 2x4 lumber could be hauled home. Up to 25.6 feet of space is possible with the rear seat folded down.
    After a few days, the Compass became a friend, and it was easy to maneuver around town. There is a lot of charm to the Compass, and one if its best assists is the Jeeplike styling. The $30,100 price for our test Limited is within range of its competition from Honda and Toyota. The tester was loaded with about every option possible. This model is greatly improved since its introduction two years ago.
    Give a Compass a test drive. There is a good chance you’ll buy one.

We "Gearheads" tend not to give much attention to the age of the tires on our "Rides". Since we don't put many miles on them, we think they are alright as long as they look good and have plenty of tread. Not so. The age of our tires is very important and should be given serious consideration. I recently learned the hard way.

The tires on my 1934 Ford Sedan Delivery streetrod looked great, had lots of tread, low mileage, and had no cracks or obvious signs of damage. Yet, at speed, the other day while on a color cruise, the right rear tire suffered a tread separation that could have caused a nasty situation. Luckily, I heard pieces of the tire hitting the fender and was able to slow down, get off the road before the tire was completely destroyed, and avoid any damage to the vehicle. Since I wasn't carrying a spare and it was late on a Sunday afternoon, I had to suffer a long (over 100 miles) flatbed ride/expense to get the vehicle back to my garage. The tire never lost pressure, but was a real mess with shredded steel belt showing on 40% of the tread.

Why did the tire fail? As I found out when replacing the tire (and the other 3 for safety reasons) the tire was 11 years old. Had I checked the tire build code on the tires as part of normal maintenance, I would have realized that the tires were old and needed to be replaced.

The build codes on tires are part of the DOT code printed on the inside sidewall of all tires. They are either the last 3 or 4 digits of the DOT code. If you have only 3 digits, the tire was built before 2000 and should be replaced NOW. 4 digits means the tire was built after 2000. The first 2 numbers in the 4 number series tells you the week the tire was built. The last 2 digits tell you the year the tire was built. Accordingly, a build code of 4507 would tell you the tire was made in the 45th week of 2007. I'm advised by those who know that 5 to 9 years is the normal life of a tire notwithstanding limited use and good looks.

Just a word to the wise — check your tires, guys and gals, and replace the old, unsafe ones ASAP.  

                                                                                                          Take care,

                                                                                                                   Doug

To look at this new tool from Eastwood you would not expect it to really work. However, it does. The Eastwood Break Line Bender is a unique type of pliers that grip 3/16 or 1/4   tubing most commonly used for brake line. I used the tool to bend lines not associated with just the brakes. It works best for adjusting that last bend that does not look just right. For the small adjustments, it makes that otherwise annoying job relatively easy. I did find that you would need a strong wrist and grip if the line is entirely held on your hand. The tool makes that brake line look professionally done.  The price is $29.99 You may order on line at www.Eastwood.com  Or by phone. 1-800-345-1178

It worked for me. Ed. Noble

I like to think the Cadillac CTS model saved Cadillac from joining Pontiac in the General Motors history files.

In late 2002, Cadillac introduced an all new sedan, and it had without any styling competition be it “American” or offshore. And the CTS was able to match the likes of BMW in about every category. The CTS styling was a love or hate gamble, and it paid off big time for Cadillac.

Over the next seven years the CTS has changed its looks very little, and what’s refreshing are the styling changes that were made added to the edgy appeal, but you still would have trouble telling one year’s CTS from another. I personally like the idea of not returning to the planned obsolescence that all domestic companies engaged in the past.

Not just content with having a successful CTS sedan, Cadillac ventured into the high-performance game with bigger engines, 6-speed automatic transmissions and even a 6-speed stick shift. For us who live in the snow belt, there are even all-wheel drive models available, including a CTS station wagon. I think I count 11 different CTS models available. Not including the wagon choices offered.

The base 3.0 liter V-6 engine with direct fuel injection (DFI) delivers a solid 270 horsepower. The 3.6 liter V-6 DFI puts out 304 horsepower. Or, if you want to go crazy, there is the V-series CTS with a supercharged Corvette engine at 555 horsepower. This baby will go to 60 mph in about 3.9 seconds!

As much as I like all the power offered, I found the base 3.0 liter 270 horsepower V-6 plenty satisfying. The 6-speed automatic has added a lot of potential performance over the old-fashioned 3- and 4-speed automatics. The all-wheel drive is seamless, and you forget that it’s even part of the CTS until the ice and snow arrives. Although, the standard rear-wheel drive with the standard traction control does a good job on moderately snow and icy roads.

Rated as a mid-size sedan, the CTS with the 113.6-inch wheelbase is just the right size for sporty handling. When matched up against the more familiar sport sedans such as the BMW 5 series, Audi and Mercedes-Benz, the CTS can hold its own on any course. Seventeen-inch alloy wheels are home to 255/55 HR performance tires. All anti-locking disc brakes and stability control keep the CTS glued to the pavement.

Our test CTS had about all of the big money options offered. They amounted to about 20 percent additional dollars to the total $52,390 price. Among the options were the Performance Luxury Package that included heated and cooled front seats, power telescope and tilt steering wheel, keyless remote with remote start, rear park assist and some upgrade Sapele Wood trim. That was $2,855.

Nineteen-inch summer performance tires with polished aluminum wheels, sport suspension steering wheel, shift controls performance cooling and performance disc brakes are all of which I could easily do without for the added $2,090. Next, the Recaro high performance seats, and metal pedals add another $2,800. I like the seats, but not for the money. A navigation system that included Bose 5.1 surround sound costs $2,145. I like it, but too much money again. The under hood “appearance trim” is another $110. Keep it, too. Who needs that?

This is a great sedan without most of these options that are far too costly. I would pony-up for the all-wheel drive at about $3,000 extra, because that is something that you may really need. The test CTS had a perfect silver paint job, but the pricey Recaro seats in ebony black lacked a real luxury look. Although, they were otherwise about the best “performance seats” I can recall with plenty of power adjustments, including a leg extension feature.

While the optional 19-inch wheel and tire option were a nice dress up, the 255/35x19-inch tires are too hard for my comfort. Be aware: before you order a “Performance Package” in this or any car, be sure you drive one first. The ride can become uncomfortable on Michigan roads. You do not get a spare tire, but there is a can of flat tire roadside fixer. It would be well advised to pay the extra $250 for a real tire and jack.

The restyled instrument area is better than any foreign car. And, the new CTS has a full set of new dynamic gauges.

The 3.6 liter V-6 is well mated to the 6-speed automatic transmission. The standard traction control is also a necessary component to keep the rear wheels from burning rubber even when you don’t care to. A 6-speed stick shift is also optional, but its not for me. Driving the CTS was a delight. The performance is up to or better than the off-shore competitors. There is more “ sport handling” than I care for, and I would gladly give up the ability to take the off-ramp at 70 mph in favor of a little softer ride that would be part of the standard CTS issue.

Cadillac is overcoming the perception that it’s an old man’s car. And if you are an old man like me, you can still enjoy a spirited performance sedan.

Now for my disclaimer: In the interest of full disclosure, I so loved the CTS sedan I bought a new loaded one in 2003. I only put 14,000 miles on it over the next six years. It was a troublesome car with several overnight repairs at the dealership. The last one was at just over 4,000 miles when the water pump pulley fell off. It also tore up the front of the engine cover and a couple of related parts. Cadillac tried to blame the problem on me. But never explained how they arrived at that conclusion. I was over the five-year warranty time, but not by much. It took five days and $580 to fix this. It was the third time this new CTS would be loaded onto a wrecker and off to the repair shop. Cadillac would not cover the repair after several weeks of phone and letter dances the customer service had to go through. I even wrote the head boss at Cadillac, but no response was received. My still almost new CTS has become the most troublesome car I have ever owned.

Check out Edward Noble’s blog, “Fast Eddie Cruisin Blog,” at theoaklandpress.com/blogs.

Schotz Autofest this past Sunday had a near record turnout in spite of the weather.

Oct 6; Holly Downtown Halloween Cruise 5:30 248-634-0270

Oct 9: Festival Car Show
Downtown Caro, Mi. In Memory of Larry Payne Sr.
reg 7-10
989-673-2511

Oct 10 Armada 8th Car Show
Armada, Mi. 586-784-4201

Davisburg 9-2 \Pecker heads 14th swap meet rods, cycles
248-623-6418