Ford’s Aluminum Body Trucks Cost MUCH, MUCH More to Repair

 

The release of Ford’s new aluminum bodied F-150 has caused a tidal wave of positive outpouring. In fact, many are near-fanatical in their support. But who can blame them? There have been so many positives about the decision (fuel efficiency, performance, no rust) that it just seems natural to roll with the tide.



However, as with anything, there has been some negativity swirling. One common negative talking point concerns whether or not Ford’s new aluminum formula is actually more durable than steel. Ford, of course, is adamant that it in fact is, saying their bodies are constructed from military-grade alloys that are more durable than steel.

Ford may have some evidence to support them in this arena, but the list of consumer complaints doesn’t stop there. Another major problem Ford is facing is the cost of repairs.

This conversation surged to a new high earlier this week when Edmunds associate editor, Travis Langness, put the new F-150 to the test.

Langness writes, “We wanted to find out if repairing the aluminum-bodied Ford is more expensive and time-intensive than repairing traditional steel-bodied trucks…After much thought we chose to smash the bed side because it would need to be repaired, as opposed to a dented door, fender or hood, which could simply be replaced.”

Taking a sledgehammer to the side of the bed, Langness then put a few serious dents in the aluminum truck and proceeded to get an estimate from a local Ford dealer that was well-versed in repairing aluminum.



So what happened? Well, “According to the advisor, the aluminum would be much harder to fix than steel. His shop was trained to fix the aluminum but it required special tools and would take extra time. A job like this on an F-150 with steel panels ‘would take half the time.'”

In the end, Langness ended up paying $2,938.44 for his aluminum fix; that’s including a fortuitous circumstance that allowed him to snag a 50% DISCOUNT in labor costs.

Even with that discount, though, the cost of repairs ended up being over $600 more than the cost to repair the same steel problem.

But how much more would it have cost if Langness didn’t get the labor discount? A whopping $1,800 more!!! That $1,800 difference, of course, is more in line with the prices that most of us would face.



Langness confirmed this later on when he writes, “To be sure we called our regular body shop, Golden Hammer in Santa Monica. The shop has fixed dozens of dented, dinged and damaged Edmunds long-term test vehicles. That shop charges $50 an hour to fix a steel panel and $105 an hour for aluminum.”

So, lets get this straight: the cost of repairing aluminum is oftentimes twice as expensive in labor costs, while also taking double the amount of time. In total, that equals one hell of a hit to your wallet!

Porsche Pajun to go all-electric as Tesla rival

Porsche has been rumored to be working on a smaller counterpart to the Panamera for nearly four years now, but we have yet to see any sign of the model dubbed Pajun coming to fruition beyond a digital rendering hidden in the background of another Porsche design. Apparently Stuttgart has been having trouble making the business case in an already crowded market segment. But that doesn't mean the project is completely off the table.

According to the latest from Germany's own Auto Motor und Sport, Porsche is now planning to launch the so-called Pajun (shorthand for Panamera Junior just like the Macan project was previously called Cajun) purely as an electric vehicle.

With an eye evidently fixed on how dedicated hybrids and EVs are gaining traction in the marketplace (to say nothing of actual tarmac), the electric Pajun - almost certain to carry a different name to the showroom – would be different enough to distinguish itself from existing four-doors of that size like the Mercedes E-Class, BMW 5 Series, Audi A6, et al.

Word has it that Porsche believes that battery technologies will advance enough over the next four years to give its four-door EV a range of nearly 250 miles on a single charge.

The model's arrival would be just the latest in a series of environmental concessions made by the company with the broadest range of plug-in hybrids on the market. Aside from the E-Hybrid versions of the Panamera and Cayenne, Porsche arguably led the charge (so to speak) towards hybrid hypercars with the 918 Spyder, is downsizing many of its engines and is turbocharging almost the entirety of the 911 range.

Featured GalleryPorsche Panamera Sport Turismo concept

SENNA’S OLD RIVAL TERRY FULLERTON AN EXAMPLE FOR ALL YOUNG ASPIRING DRIVER

When Senna was asked in 1993, the year before the triple Formula One world champion died at Imola, which driver he had most enjoyed racing against, he reflected for a moment before replying.

I would have to go back to ’78, ’79 and 1980, when I was go-kart driving and was team mate to Fullerton,” he said. “He was very experienced and I enjoyed very much that driving with him because he was fast, he was consistent, he was for me a very complete driver.

Ayrton Senna was once so annoyed at being beaten by Terry Fullerton in a go-kart race that he angrily pushed him into a hotel swimming pool.But beating the Brazilian was all part of the job for the boy racer who had a dream and grew up to make it happen.



And it was pure driving, pure racing. There wasn’t any politics then, right? And no money involved either. So it was real racing and I have that as a very good memory. The comment provides a memorable moment in the acclaimed 2010 documentary “Senna” and the fact he singled out Fullerton, rather than former McLaren team mate Alain Prost or any other F1 rival, was telling.

Karting was a passion for Senna and Fullerton was the man who set the standard and, as often as not, won.

It opened up the public to the fact that Senna had a life before F1, the 63-year-old Briton, who is still enjoying the renewed attention brought by the film, told Reuters. “And also the fact that he wasn’t always considered the best driver in the world. Because when he was in karting he wasn’t. At the time it was probably me. If you’d done a poll at that time, he’d have probably made fifth or sixth.”

Fullerton, who became Britain’s first karting world champion in 1973 and remains a renowned figure in the sport, recognised, however, that times have changed.



The first steps on the motorsport ladder are now far more expensive than in those carefree days and few see karting as anything more than a temporary stage. “My dad was a schoolteacher, a maths teacher, and we did it on his wage,” said the Briton. “On a doctor’s or a teacher’s wage, you could afford to go proper karting in those days. It would take all your disposable income, but you could do it.”

Now, a full cadet season in England can cost up to 100,000 pounds ($151,650), rising to more than twice as much for 14 and 15-year-olds competing at top level in Europe.



There’s been a big shift away from doing it as an individual and for fun and into doing it with a team and more seriously with all the data and stuff,  Fullerton said.  The kids even at nine or 10 are into their data and apex speed. And there’s more desperate dads. There used to be rich kids before, and there are still rich kids now, but there’s more desperate people.”

Fullerton was never one of them, preferring to become a karting pro than chase fame and fortune.
His brother died in a motorcycle race in the 1960s and Formula One, then a truly lethal sport, would have been more than his parents could bear.He retired from driving in 1984, the year Senna made his grand prix debut with Toleman, and moved into coaching.

The roll call of young talents he has worked with include world endurance champion Anthony Davidson, former McLaren test driver Gary Paffett, the late double Indy 500 winner Dan Wheldon, and triple Le Mans winner Allan McNish. My dream when I was 13 was to be a professional driver in karting. That was my dream, whereas all the kids now their dream is to be in Formula One,” said Fullerton.

When I got to 19 or 20, I became a professional karter. So my dream came true. I loved it. I didn’t connect it with motor racing at all. In fact, I didn’t really like motor racing. I didn’t use to watch F1, I just loved karting.

2015 Detroit Auto Show in Image

Ford GT

911 Modified by Singer - Porsche 911 Tribute - Top Gear - Series 20 - BBC

All new Ford GT

The 2016 Mazda MX-5 Miata Cup Car revealed at SEMA

The Miata Cup goes global.

Mazda revealed the Global MX-5 Cup car, based on the 2016 Miata, at SEMA today while simultaneously detailing a new one-make series that will run in North America, Europe, and Asia. The MX-5 Cup car will use the same 2-liter SkyActiv engine as the North American street car, but Mazda hasn't finalized the specifications or other components at this time.

Mazda

The Global Cups will be regional, but the season will culminate in a Global Shootout at Mazda Raceway Laguna Seca, and the winner of the global series will get a one-day test in the Mazda LMP2 diesel car that runs in the TUDOR series.

Mazda

The 2016 cars won't run next year—third-generation NC Cup cars will continue for a final North American season. After that, the Global Cup championship begins, and the NCs won't be eligible for the championship (but they will be allowed to compete in club racing events).

American Car Ornamentation - All you need to know !

The Buick Motor Company was originally incorporated in 1903, by David Dunbar Buick in Detroit, Michigan. Later that year, the struggling company was taken over by James H. Whiting who moved it to his hometown of Flint, Michigan.

Throughout the years, Buick hood ornaments were characterized by stylized versions of:

Female figures . . . Early 1930s
Locomotives . . . Late 1930's
Airplanes . . . Early 1940s
Gunsights . . . Late 1940s to Mid 1950s
Jetfighters . . . Mid to late 1950s

Buick 1930s Female Figure


Buick Hood Ornament circa 1930s

1950s "Gunsight" Hood Ornament On A Buick Eight


1950s Buick Eight

Cadillac Hood Ornaments

Hood Ornaments With A Female Influence

The Cadillac Automobile Company was founded in 1902 and was subsequently purchased in 1909 by General Motors. Over the following thirty years, Cadillac established itself as America's premier luxury car.

Throughout the years, Cadillac hood ornaments were characterized by stylized:

Woman with feathered wings . . . 1930s to Early 1940s
Woman/airplane . . . 1940s
Woman/rocket . . . 1950s

A "Winged Woman" On A 1941 Cadillac Convertible Coupe

1941 Cadillac

A Stylized "Woman/Rocket" On A 1955 Cadillac


1955 Cadillac

Chevrolet Hood Ornaments

Hood Ornamentation Where Speed Is Emphasized

In 1911, the Chevrolet Motor Company of Michigan was incorporated by Louis Chevrolet, a race car driver who eventually partnered with William Durant (orginal founder of GM) in 1915. Louis Chevrolet eventually parted ways but the namesake company grew to become General Motors' top-selling line.

In the early years, Chevrolet hood ornaments were characterized by stylized:

Eagle . . . Late 1920s to Early 1930s
Locomotive or locomotive/eagle . . . Late 1930s thorugh the 1940s
Eagle/airplane and an Impala . . . Early 1950s
Gunsights . . . Late 1950s

Late 1920's Chevrolet - Eagle Motif Atop A Radiator Cap


The Speed of A Locomotive Is Implied On This 1940s Chevrolet


The 1950s "Impala" Motif


An Eagle/Airplane On A 1950s Skyline


What Are Hood Ornaments Made Of?

Hood ornaments are usually cast in brass, zinc, or bronze and finished in a chrome plated finish. In the years when chrome plate was unavailable, they were plated in either silver or nickel. Some also incorporated other materials, such as plastic, while others incorporated a light bulb for illumination at night.

A 1950s Oldsmobile 88 Sporting A "Jet Plane" Hood Ornament



Hey, Here's A Hood Ornament That Needs A Name


Plymouth Hood Ornaments

Inspired By Sailing Ships

The Plymouth automobile was introduced in 1928 by the Chrysler Corporation. From the 1930s to the early 50s, Plymouth hood ornaments were typically charaterized by stylized sailing ships or schooners.

Yellow Plymouth With "Schooner" Hood Ornament



Red Plymouth With "Sailing Ship" Hood Ornament

Classic & Vintage Automobile Luggage

A real treat as we look into a very special carry category

When Carryology contributor Brian Park started some work with Spirited Automobiles, he was not quite ready for just how special a carry culture he would be introduced to. Thanks to the good folk there, we now have a small introduction to the world of classic and vintage automobile luggage to share. We hope you love it as much as we do…




Brian: We use cars to transport ourselves and, more often than not, our things. To this end our cars have trunks, folding seats, roof racks, armrest stow compartments and cup holders. However, before all these carry compartments were standard, automobile manufacturers supplemented their vehicles’ carrying capacities with luggage that strove to do justice to their vehicles. We’ve put together a brief history of the beautiful, unique luggage that can be found in classic and vintage automobiles.







Many early automobiles did not have enclosed trunks, so manufacturers addressed their customers’ carrying needs by simply mounting traditional traveling luggage onto their vehicles. Like carriage makers, automobile manufacturers mounted trunks on the roofs and backs of their cars. The Rolls-Royce above has a very distinctive touring trunk. I can only assume that the storage drawers underneath the beautiful decanter set are full of expensive cigars and other luxurious vices.










There was a period of overlap between mounted luggage and the modern enclosed trunk. The enclosed trunk offered manufacturers an additional challenge, as they had to build fitted luggage for their cars. This 1935 Mercedes-Benz 500K Touren Wagen has fitted luggage recreated by Taris Charysyn to the exact specifications of the original. Taris has a small workshop in upstate New York where he builds luggage for classic and vintage automobiles using the original techniques and materials. His luggage is indistinguishable from the originals, and his work restoring original luggage is very fine as well.























Post-war Mercedes-Benz luggage was made by Karl Baisch until 1958.

The golf bag carrier was an option from the factory on Mercedes-Benz 300SLs. The trunk is not large enough to accommodate a handbag, let alone a set of clubs. The design of this carrier is quite clever in that one can open the trunk without removing the carrier. This particular photo was taken at a concours over a decade ago. Today, a carrier like this on a 300SL would significantly increase its value. It is presently owned by 300SL restorer Mark Passarelli.


The rarest of luggage options on the 300SL was the ski rack. They made one, and it is owned by Frank Spellmann. The image introduces this post, or you can read about it in the article “1963 300SL Roadster”, by Frank Spellman, Frank Barrett, Star, July/August 2001 (archived at PaulRussell.com).





In 1959 Mercedes-Benz switched from Karl Baisch luggage to HEPCO. This later luggage was criticized for being of poorer construction than the artisanal work of Baisch. Although this 1964 300SL is fitted with its original HEPCO luggage, it is still quite a special car in that it has Chassis 003257. That is the second-last 300SL chassis constructed, but in fact the last car to leave the production line in early 1964. It was a US model Roadster that was delayed on the line to be converted to European specifications before being sold to a German client who, I believe, still owns it today.







This 1964 Ferrari 500 Superfast Series I is another example of Taris Charysyn luggage.


Much of this luggage is not practical by today’s standards. Having to undo all kinds of buckles and then lug wheel-less bags through a hotel, or having to uncouple an enormous traveling trunk from the back of your car and get it onto an airplane, are daunting tasks. However this impracticality probably mattered less in the days when porters and bellboys were taking care of much of the carrying. Just as classic cars have value far beyond their driveability and lack of temperature controls, I think there is something intangibly amazing about this crafted luggage.


Brian Park and Robert Dening curate a collection of vintage and classic cars and run a blog about it called Spirited Automobiles. We highly recommend checking it out.

McLaren Sports Series rumored to produce 'well over' 500 horsepower

Jonathon Ramsey

McLaren uses a 3.8-liter twin-turbo V8 in its two current cars, and that engine will feature in its third, entry-level car, too. It registers 727 horsepower in the P1, 641 hp in the 650S, and, while it's only speculation for the moment, Autocar reports that the coming McLaren Sports Series will be tuned to make "well over" 500 horsepower. Company CEO Mike Flewitt told the magazine, "Like our other models, this one will have a higher power-to-weight ratio and better performance figures than any rival."

Starting price for the Sports Series – which will almost certainly get a more formal alphanumeric name –could come in around 130,000 pounds in the UK (circa $200k USD including British taxes), making it a 65-thousand-pound discount compared to the 650S. But with its overall size and weight expected to come close to the more expensive coupe, the Sports Series will go without the active aerodynamics and trick suspension of its elder sibling in order to create a performance gap. The report also says that since McLaren expects a much higher instance of use as a daily driver, a different door operation and thinner sill will make ingress and egress easier. To make sure it stands out in a growing field of race-tested competitors, McLaren will launch a GT3 model, but it will go the other way, too, with a turismo version "aimed at long-distance touring."

If it does have 550 horsepower, how will the 130,000-pound coupe stack up on paper against its UK competitors? It will be more expensive than all of them, but also more powerful, and unless McLaren loses the plot, it will likely be more surgical around a track than any of them, as well. The 520-hp Porsche 911 Turbo costs 120,598 pounds, the 542-hp Audi R8 V10 Plus costs 114,835 pounds, and the 510-horsepower Mercedes AMG GT costs 109,160 pounds. We'll know where the Sports Series stacks up when its unveiled at the New York Auto Show.