I loved my 1st gen Pathfinder. Unlike today’s CUVs, it was a proper SUV — derived, and barely civilized from the compact pickup truck beneath. The ride was, as they say, trucklike. The accomodations, Spartan. And, until my wife decided the normally-sturdy VG30 V6 needed some additional positive crankcase ventilation on a subzero February morning, indestructible.

(I blame my wife, but really, I’m probably at fault, as I likely botched the coolant ratio when I changed fluids the prior fall. Alas, she doesn’t read TTAC.)

Unfortunately, when our truck was hauled to the nearby Nissan dealer, our phone call came not from the service department, but from sales. A quick inspection while on a lift revealed entirely too much of the inside of the frame rails, and not enough of the outsides. The Ohio winters had claimed another victim.

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If you haven’t noticed — and judging by the lack of comments, I’m guessing you haven’t — things have been picking up a bit over at the long-dormant TTAC Forum. I’ve been posting a near-daily “Find of the Day” in the Classic and Collector Car forum. I’m trying to highlight the interesting, cool, and weird stuff I find as I tread the crapwagon-infested waters of eBay, craigslist, classified sites, and other forums.

There is plenty to look at. Just this week: A rusty Bronco; an oddly-shortened Chevelle; a ’90s-vintage Alfa Romeo Spider; a Porsche 944S; and a Buick Reatta ragtop. Read More >

The internet hivemind is a funny thing. Considering nearly everyone on the earth has an easy way to broadcast their opinions worldwide, one would think there would be a wide variety in those opinions. Often, though, through groupthink or whatever, a solid consensus emerges as an overwhelming favorite.

See bacon. Or cat videos. Or Bernie Sanders (I promise, that is the last political statement I’ll make on these pages).

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The longstanding joke around modern Volkswagens stems from the widespread illumination of the Check Engine Light — CEL, for short. Forums lament the seemingly overwhelming complexity of the modern People’s Car, all the while mocking. The four-cylinder volume models tend to get the bulk of the bashing, but when VW adds valves and cylinder heads, the complexity goes up exponentially.

Certainly, Meatloaf sang of a Mk3 Jetta in his timeless classic “Paradise by the Dashboard Light” even though the Dasher was on the showroom floor when the record hit shelves.
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Imagine, if you will, that the beancounters in Dearborn had won the late-80’s battle over the enthusiasts and killed off the V8 Mustang in favor of what became the Probe. Forget the impact on racers and gearheads nationwide; no, the lyrical poet Van Winkle would have spun such different rhymes:

Rollin
in my SVO
with the sunroof popped
so my hair can blow
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Anyone over 30 years of age reminisces about “the one that got away.” The high school sweetheart. The big fish on the lake. The chance to buy AAPL at $3/share. My dad always talked about the E-Type he let slip through his fingers.

My folks lived in New Jersey at the time, and I was yet to be. Dad spotted an E-Type — I’m guessing BRG, but that’s not important right now. It was the ’70s and the Jag was merely a used car, not the revered classic it is today. The quick loss of power on the test drive followed by the flames from the sidedraft carburetors meant my dad walked back through suburban Cherry Hill without making a deal on the sexy English roadster.

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Like most sports cars, the Z got fat as it aged. The one/two combo punch of emissions and safety regulations worked over many a performance car throughout the ’70s, some not surviving the decade. The Z changed from SU-clone carbs, to finicky Hitachi flat-tops, to a Bosch fuel injection system over three years, all the while increasing displacement to handle the extra weight of massive bumpers. Enthusiasts may whine about the changes, but it seems market pressures added the pounds, too. In 1979, the 280ZX was released — a softer, more luxurious car than the predecessor.

Yet, it sold just as well, showing that Nissan were right about the market. New Z owners were pulling up to the valet at the disco, rather than carving canyons.

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My wife tells me that I’m not allowed to own an RX-7.

To be fair, there are any number of cars I’ll likely never own due the the varied circumstances of life and wallet, but Mazda’s rotary wonder, generally available for a budget price, is off limits due to the misadventures of relative youth. More details, someday, when I’ve recovered from the tetanus.

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I grew up thinking – nay, knowing – that Mopars were crap. What can I say? I’m a child of the Eighties. A kid that grew up in an import household. All of the Chrysler products I ever saw were causing headaches for their hapless owners. Most were unremarkable, unmistakable derivations of the venerable K-car platform, seemingly built in endless minor variations to minimize the time spent on engineering.

For whatever reason, I didn’t “get” the hype around Carroll Shelby, either. Whatever his racing/engineering genius, he seemed to be a publicity-hungry blowhard who would put his name on anything for a massive pile of cash. Again, this was a time before televised classic-car auctions, where anything with Shelby’s name requires a massive pile of cash.

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Like I mentioned last week, turbocharging and all wheel drive were big selling points in the early ’90s. GM didn’t want to miss the party and commissioned a limited run of turbo 4.3 V6s, threw some monochrome cladding on their compact pickup and SUV, and created a hotrod sensation for the new decade.

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In the pre-Playstation days of the early ’90s, most Yanks knew nothing of the glory of an AWD turbocharged powerslide on gravel. I was lucky, as my dad installed a C-band satellite and we watched all kinds of oddball motorsport from around the globe. I especially loved watching Carlos Sainz and his Castrol-liveried Celica ripping up stages.

The homologation special has been around nearly as long as road cars have been built into racers. Nearly every OEM that went racing built street cars that aped the racers, in an effort to make certain parts kosher for the track or stage. Sadly, many of those meant for rally never made it here to the States, as there were few such enthusiasts here.

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As should be quite clear from my previous Crapwagon ramblings, I like weird cars. My current garage, however, is quite boring, with a domestic minvan and SUV, and a rusty/immobile Miata. For the last four years, my automotive wanderlust has been mostly sated by writing for Bring A Trailer. I’ve been able to stave my funky automotive cravings by writing about the cars rather than inviting a call from a divorce attorney.

There are a few cars that make me consider that tradeoff. Near the top of the list: an E36/8 Clownshoe, otherwise known as the M Coupe. Those massive flares, the short wheelbase, and the MGB GT-aping hatch make me feel all tingly. I followed a trailered, caged M Coupe last weekend for a while (I’m assuming it was headed to a trackday at Mid Ohio) and it gave me rather dirty thoughts.

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I needed a car. Any car. My dad and I were limping my dying ’85 Nissan Maxima around town to multiple car dealers, looking for an appropriate replacement. I was 19, I think, and since I commuted thirty miles a day to college (when I went to class) I needed reliable, efficient transport.

A second-generation CRX, much like this one, caught my eye and we climbed in. One problem arose, however, as both my dad and I were well north of 300 pounds each, and the stock springs were sagging a bit. Oh, and the streets near the dealer had rough, rutted cobblestones. We were lucky to return with an intact exhaust, and I reluctantly moved on to a roomier Accord coupe.
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