In todays Name that engine I gave you nothing but a visual to work with and ended up with a lot of great answers.  If you said it belongs to a Lancia Delta S4 then you are a true Hoon of Genius.  Congrats to engineerd for correctly guessing it.  For your efforts, you win the internetz* [...]]]>

In todays Name that engine I gave you nothing but a visual to work with and ended up with a lot of great answers.  If you said it belongs to a Lancia Delta S4 then you are a true Hoon of Genius.  Congrats to engineerd for correctly guessing it.  For your efforts, you win the internetz* and a bottle of your very own Brefass Scotch.  Now that we have that out of the way, come in,  pour a drink and behold this Group B champion in all it’s naked glory.

As I was browsing BaT (anyone else think the “T” should stand for tissue?) this morning I came across a link for Makela Auto Tuning and wandered in.  Needless to say, I got stuck in their “projects” section.  There are other notable Group B projects including a 1982 Audi Quattro A2 and a 1984 Toyota Celica Turbo, but it’s the S4 previously driven by Miki Biasion that caught my eye.  The engine in question is a 1759 cc, 4 cylinder, DOHC, twincharged Tasmanian Devil on crack, meth and steroids.

Click on over to the gallery at Makela Auto Tuning for the Full Monty experience.

And in case you are wondering what the sound of ten thousand pissed off bumble bees sounds like:

Click here to view the embedded video.

*internetz have no actual cash value and must be picked up at Hoonquarters by 5 pm pst.

We all assign our vehicles some sort of personality based on their traits. Whether it be the guy with the axe from the Brawny® paper towel wrapper that comes to mind every time your see your F250, or the chick from An Education as you slip behind the wheel of your Se7en, something [...]]]>

We all assign our vehicles some sort of personality based on their traits. Whether it be the guy with the axe from the Brawny® paper towel wrapper that comes to mind every time your see your F250, or the chick from An Education as you slip behind the wheel of your Se7en, something must come to mind.

We tend to anthropomorphize everything from our cell phones (stop touching it!) to our food (Charlie Tuna anyone?), to even our conveyances. We know that ships have traditionally been referred to in the feminine, but that practice hasn’t transitioned to personal transportation with equal furvor. There’s no common knowledge of the familial form of address that gladiators applied to their chariots, nor has the pioneer’s conestoga wagon been known in the feminine, despite being most commonly referred to as a prairie schooner.

But we all know our cars, and we know what gender they imbue. While it’s not based on the bosom-evoking headlight shapes, or the smirk-inducing pair of truck nuts hanging off the back, there is an immutable character that each possesses, and to which we assign a personality, and yes, even a sex.

So that being said, what pops to mind at the sight of your ride? Does it evoke an address in the feminine? Or, is it butcher than Rosie O’Donnell? Do its idiosyncrasies remind you of someone you’ve known, transferring your image of their personality onto it? What kind of girl (or guy) is your car?

Image sources: [gaffa.dk, vwkombi.com]

In yesterday’s segment, we conversed at length relating to Mr. Smith’s background and introduction to the scale modeling hobby itself.   (Missed it?  Then be wise my fellow hoonigan, and read up first).   Today we’ll get into some of the [...]]]>

Not a Transformer in sight, but there's more going on than meets the eye.

In yesterday’s segment, we conversed at length relating to Mr. Smith’s background and introduction to the scale modeling hobby itself.   (Missed it?  Then be wise my fellow hoonigan, and read up first).   Today we’ll get into some of the nitty-gritty, miniature-grease-in-the-fingernails stuff, so pour a drink, put the ambulance service on standby, and prepare for more of Master Smith…

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

On Craftsmanship and Stories in Scale…

GIC: What strikes me the most about your photos is how they’re simultaneously both about and yet not about the cars. There’s an old axiom in model railroad photography that states, “A train should merely be part of the scenery”; this sounds simple enough but in practice it can be maddening. Yet that’s exactly what you’ve done here: the cars draw your attention but at the same time, they’re just so much anonymous filler in a larger scene. Even your photos of a stocked OK Dealership seem to make the cars “disappear” as subject matter. It’s amazing, and yet you’re working in an incredibly condensed space without expansive, built-up scenery. Do I have the right general view of your approach here, or are there other tricks you’ve plied (and care to share)?

MPS: I’ve found that when a car becomes the focal point, the rest of the “story” in the photo just stops. So it’s important for me that everything works as a unit. The vehicles become visual cues, or lead-ins. They immediately set the “time reference”, even if you don’t know car design or styles. They also can let you know the type of neighborhood or scene that’s being represented. I could throw a curve to the “story” by having older vehicles lined up but then place a newer or more expensive vehicle in the same shot. You find yourself asking: Why would this new car be here? Who owns this? What’s being set up? The background and the cars are now interacting and creating a cohesive picture.

GIC: As for subject matter: Do you aim for generic scenes of everyday life in the Norman Rockwell sense, or is there a deeper, personal meaning in them?

MPS: There is a bit of Norman Rockwell in my earlier photos because his work mirrored what I had experienced when I was young: a safe and loving childhood. My later pictures are a bit more realistic, yet they are not fearful or emotionally gritty.

GIC: Obviously your childhood home dioramas have an obvious personal connection, but what about the various storefronts and neighborhoods you’ve created? Do your nighttime snow scenes revive a particular memory in your mind?

MPS: It don’t remember it snowing that often in Pittsburgh when I was a child, but when it did it felt like magic. There was a dim street light outside my bedroom window that had a green enameled shade and it would create a cone of light where the snow would whirl around. Back in the day, there were not that many cars in town, so the streets felt deserted and still. And with the snow falling, the feeling was even more pronounced. This was not a bad thing for me. Standing by the window, looking out, I could see the neighbor’s windows throwing rectangles of light across the snow covered lawns and sidewalks. That’s the essence of my snow photos.

GIC: Are the storefronts inspired, owned and managed by people you once knew? Or are they effective yet anonymous bit players for your master craft?

MPS: Absolutely [inspired by real people] yes! The Gibson florist building is almost verbatim except for the name. Hegner’s Hardware is a bit more ornate than the original but it captures the essence of my memory. The barber shop interior is fairly accurate; right before they tore the building down, I made sketches of the furnishings and the details of that room. It seemed important to recreate it. Vivian’s Bakery is a composite of all the bakeries I have known as a child. And the Elgin movie theater is a highly glamorized version of the Sewickley Theater.

GIC: Have you ever begun what you figured would be a routine project, only to find yourself sidetracked and involved with tangential research, skill-building, and materials sourcing that you hadn’t planned for?

MPS: The Superette corner store was such a project. I was thinking about a clapboard exterior with one generic, large window in front. I studied a number of reference photos to get the look right, but happened to come across a store that had been clad in Vitrolite back in the 30’s. Vitrolite was a beautiful, thick, colored glass that came in colors like maroon, cream, pale celery green, deep blue, and dark brown. It came in two-foot squares, was held in place with industrial adhesive, and needed zero care – you can still see some of this around in older parts of town. So to get back to the question, I had to find a material that was the proper scale, in the right colors and how to represent it accurately in the model. And for the interior the same situation came up: if the exterior had been “moderized” then perhaps the inside had been updated too – so what were the materials they would have used? As the list grew it included refrigerated display cases, flooring, and paint colors – just to mention a few. As geeky as all of this sounds, I had a blast researching this.

So much of the past has been lost, but I’m doing my part by resurrecting it in miniature.

GIC: Ever have a project gather dust half-finished for an indefinite time, until the proper motivation (or missing part, or reference material, or liquid courage, etc) was found? This happens to me quite often whether I am building a model, writing an article, or working on my own full-size cars… Please tell me this is normal.

MPS: One project in particular for me was the 1/24th teardrop trailer I started to build. I downloaded the plans from the web, steamed the wood to get the shape correct, found the appropriate fenders, built the inside cabinets then promptly lost interest. It was months before I even looked at it. But then, BAM! it was time to complete it. And if memory serves, it was less than a few days to finish up. To this day, I don’t know why that happened. My theory is that creativity comes in waves and once it crests, you’ll lose interest quickly, so work fast.

Generally I’m really good about completing projects. I learned that from my Dad.

GIC: From that first “Gee, I should build a model of (insert ‘random building type’ here)!” thought-snipe, to the finished, photo-ready structure, about how much time on average would you say has elapsed (including research / mockup / construction / finishing / etc)?

MPS: Around 4 weeks per building is a good average. The Bungalow house took much longer because the interior is finished down to the carpets, sheets on the bed, canisters in the kitchen plus a fold down ironing board (What was I thinking?) The glider on the front porch actually rocks back and forth. And didn’t I recently say that you don’t need excessive details to make something look real? I believe the house is a powerful symbol for me so I had to put that extra “something” in it. If it’s any consolation, the doors and windows do not open.

GIC: Your method of photo-staging dioramas atop a strategically parked car in a public space is both ingenious and slightly terrifying. Have you ever been accosted while staging your outdoor shoots?  Ever have one get away from you (no) thanks to an ill cross-wind?

MPS: Oh yes. I make sure when I’m shooting in a neighborhood, to go around to all the houses and get permission to be there. I also take a photo book of my pictures to let curious people get a handle on what I’m doing. Seeing a man taking photos of model cars and miniature buildings in your neighborhood is not the most common thing in the world, so people get anxious. I had one gentleman grant me permission to set up, but then started to berate me for what I was doing. Occasionally, the cops will drive by and ask me to move on, even though I’m on public property.

There was one time when the reverse was true: the family said I could set up near their driveway and I was left alone for some time. Then one of the children came out and started to watch me, followed by a few more. Then Mom showed up and made a call, on her cell phone, to the husband. He drove up with a car load of relatives within minutes. It was party central! I let everyone look through the viewfinder of my camera so they could see how the scene would turn out. By the end of the session it was hugs and High-Fives all around… it was a good time. Those particular photos from that shoot are the Corner Superette shot with the milk truck, and the Elgin Theater with the ‘49 Mercury driving by.

Only [time the wind affected me was] once, when I was shooting the ‘49 Oldsmobile at the lake. That cross wind picked up the whole base and sent all 6 diecasts flying – I never moved so fast in my life. The good news is there were no casualties! Thank you Great Spirit!

GIC: If traditional artists and musicians often starve for their craft, modelers often risk their digits and brain cells from errant x-acto blades and paint fumes.  Strange as it sounds, a workshop and modeling can be hazardous. Ever find yourself at a clinic at 3am to reattach a thumb? (*ahem*)

MPS: I have sliced parts of my anatomy and, finding that I had no bandages, used super glue to stop the bleeding. It works great and it leaves no scars. Who knew?

]-[

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

Our interview concludes tomorrow with the essential Hoon's Query in all of this:  a look at the cars themselves. Where, How, and Why are certain ones used, what can we expect in the future, and what would Mr. Smith drive?  Check in tomorrow to find out!

Again: enjoy a new gallery of selected works below; when you're done collecting your brain shards, be sure to see even more at Michael Paul Smith's Flickr Photostream and begin the hunt anew...

And remember to rep some hoon love in the comments!

[Photo credits:  Michael Paul Smith]

Our last Showdown was a knife fight between two American-engined bruisers, with the LS1-swapped E30 giving the GT500 the coup de grâce. Today’s Showdown is a transatlantic battle between two completely different ways of thinking – a bantamweight Englishman versus a classic American heavyweight. Will the redcoats metaphorically burn Washington, or will the ‘Mericans whip [...]]]>

Our last Showdown was a knife fight between two American-engined bruisers, with the LS1-swapped E30 giving the GT500 the coup de grâce. Today’s Showdown is a transatlantic battle between two completely different ways of thinking – a bantamweight Englishman versus a classic American heavyweight. Will the redcoats metaphorically burn Washington, or will the ‘Mericans whip some limey ass a la the Battle of New Orleans? Just like a Chose Your Own Adventure book, you decide the outcome!!!

The Ginetta G4 was a low-production, tube-framed masterpiece of minimalism. Using Ford running gear (including, later on, the famous Kent crossflow motor), it weighed slightly less than a damp crumpet (just over 1,000 lbs) and ran away from similarly classed competitors like the French ran from the Maginot Line. This one’s powered by an unspecified Ford 1500 lump and looks sexy in blue and white. But is it worth $37,000 USD when compared to the epic Lincoln?

Mmm ... gold valve covers and air cleaner. Liberace-approved!

You have to know without even asking that any Hooniversite worth his/her salt loves ‘em some Carrera Panamericana, and this ‘54 Lincoln Capri is right up our alley. Throwing a massive lump of screaming American iron around the unrestricted backroads of a huge Mezoamerican country is sorta like hoon heaven. And this particular Lincoln Capri is race-prepped and ready to go, a veritable shot across the bow of those slimy Brits. Put the hammer down on the modded 317 and if that Ginetta gets in your way, just give it a love tap to send it off in a ball of righteous fire. That’s the American way, amigo!

So what’ll it be – Britain’s finest, or a 317 CID injection of raw American steel?

Unlike Deartháir and his convoluted and somewhat demented “name that engine/part/countertop” I am not giving anything away.  Just don’t stare at it too long.  And see your doctor if you have IPT lasting for more than 4 hours.

With the most anticipated Formula 1 season in ages set to kick off tomorrow with practice for the Bahrain Grand Prix, we can’t help but lament the fact that although there is still a fair bit of [...]]]>

Is Alesi leaning his head into a corner, or trying to get closer to the music?

With the most anticipated Formula 1 season in ages set to kick off tomorrow with practice for the Bahrain Grand Prix, we can’t help but lament the fact that although there is still a fair bit of variety in terms of chassis, the engines, as in so many other categories, have become homogenized. Oh, sure, they’re still built by different companies using different designs, but these days they’re all 2.4L V8s. Before that, they were all 3.0L V10s.

However, in 1994, Ferrari was still using a V12. It was 3.5L, which was the maximum allotted that year; however, engines would shrink to 3.0L the following year in the name of safety. By 1996, Ferrari had dumped the V12 in favor of the more common V10, which may have been less complex and thus more reliable, but the sound? As you’re about to hear, it was vastly, vastly inferior.

(A word of warning before you click play: Have a change of undergarments handy.)

Click here to view the embedded video.

To quote one of the commenters on the video’s YouTube page, “this isn’t an engine, it’s god clearing his throat…”

During the new millennium America’s love affair with the Sport Utility Vehicle was in full bloom, with the mid-sized versions as the sales leaders. These vehicles were the replacements for the unloved minivans and station wagons of yesterday. General [...]]]>

The 2002 Trailblazer, with the required two tone paint treatment, in an outdoor setting.

During the new millennium America’s love affair with the Sport Utility Vehicle was in full bloom, with the mid-sized versions as the sales leaders. These vehicles were the replacements for the unloved minivans and station wagons of yesterday. General Motors was desperately trying to modernize their offerings while increasing production levels to keep the fat profit margins of the outgoing models. Was the cloning machine successful?

The 2003 Trailblazer EXT. Looks like a beached whale

In the spring of 2001, General Motors introduced a totally new mid-sized sport utility vehicle (SUV) with an equally new 4.2-liter inline six-cylinder engine. This new SUV, called the Trailblazer, replaced the hoary old S-10 Blazer that was still being produced. It was selected as the 2002 North American Truck of the Year illustrating just how important such awards are. But remember this was the General Motors of the new millennium, so with this winner on its hands there would be not only a Chevrolet version, but soon there would be one for GMC, Oldsmobile, Buick, Isuzu, and even one with a Saab badge. If any single vehicle platform illustrated what was wrong with the GM product development system and its reliance on badge-engineering to satisfy the cravings from its dealers among its overlapping brands, it was the Trailblazer and its five clones. In the aftermath of GM’s bankruptcy, let’s take a look at the Chevrolet Trailblzer and its mutant offspring.

The Trailblazer SS. Actually, it's quite nice.

Since its 2001 introduction as a 2002 model, the Chevrolet Trailblazer has been one of the most popular SUVs in America in terms of sales. Qualities like a smooth ride, a roomy cabin, plentiful features and a relatively inexpensive price made it so. However, the Trailblazer was decidedly mid-pack among its competitors. The handling dynamics are more state-of-the-past than state-of-the-art. The standard version’s unresponsive suspension and imprecise steering don’t inspire confidence on back road detours or during quick transitions on the expressway. In past years, traditional body-on-frame SUVs like the Trailblazer were never expected to handle well in these situations. But times have changed and virtually all of the domestic- and import-brand rivals offered superior road manners. Another major drawback was the Trailblazer’s cabin design. It looked out of date soon after this vehicle’s debut, and the quality of the materials and construction simply didn’t measure up to the class leaders. If you’re looking for a performance-oriented SUV you might want to take a look at the Trailblazer SS, a 390-horsepower V8-powered model with unique trim that was introduced in 2006 on the shorter wheelbase model. It’s probably the best of all the Trailblazers offered – a unique model with a clear focus addressing its shortcomings, especially in the area of handling.

Almost a year later the seven passenger Trailblazer EXT version debuted. The EXT received an extended wheelbase and a third-row seat that enabled it to accommodate up to seven passengers. It had a long list of standard features and a cushy (some would say nauseating) highway ride. Unfortunately, there was still the uninspired interior design mated to dull steering and handling response that became restive when the road got twisty. Worst of all, the EXT was ungainly morphing into a wallowing giant that was actually longer than the full-size Tahoe and saddled with an underpowered inline six as standard equipment. The optional 5.3-liter V8 improved acceleration times somewhat, but it still felt strained when compared to the full-sized Tahoe. The whole stretch made the relatively narrow Trailblazer look somewhat disproportionate in long wheelbase form.

The Envoy XUV. An idea done badly.

As if this weren’t enough, GM soon sent in the clones. The GMC Envoy is essentially a Trailblazer with the same powertrain and chassis. It was marketed as an upscale version of the Trailblazer as was the practice for all GMC models compared with their Chevy counterparts, with more chrome trim and better interior furnishings especially when the Denali trim level was selected. Like the Trailblazer the short version and the extra-long XT version were offered. But to try to differentiate it from its Chevy counterpart the Envoy XUV was offered. This creation was built on the long wheelbase chassis but without the seven passenger capability. Instead of passengers, the XUV carried cargo in a washable cargo bay separated by GM’s novel Mid Gate that was pioneered in the Avalanche. And if you had to carry something tall, the roof slid forward so that the cargo could stand upright. The idea wasn’t exactly groundbreaking because it was essentially borrowed from Brooks Stevens who utilized this design 40 years earlier on the Studebaker Wagonaire. The XUV was introduced in 2004 and was discontinued after only two years due to low sales.

The 2002 Oldsmobile Bravada. Meh...

At the height of the SUV craze, the dealers at GM’s two near-luxury divisions had clamored for an SUV. Oldsmobile, then on its deathbed, got theirs first, the Bravada. It featured a revised front end with slightly different rear glass and tail lamp features. Under the skin, it was all Trailblazer. Oldsmobile only had the Bravada for two years until GM closed the division; however, all was not lost at the House of Cloning otherwise known as GM. You see, with new front sheet metal and a new grille, the Bravada came back from the dead as the Buick Rainier.

The 2004 Buick Rainier. The Bravada with a Buick Grill!

The Rainier was a little different than all the other SWB clones because you could order the Chevrolet 5.3-liter V8, while the others made do with the 4.2-liter Atlas inline six. In reality, this was of little consequence. Traditional Buick owners weren’t storming the dealerships looking for a mid-sized SUV. There were better places they could go; nevertheless, Buick’s dealers demanded it in spite of the fact that many Buick sales points were under the same roof as GMC which already had the Denali/Envoy. The Buick of Trailblazers debuted in 2004 and lasted only until 2007. With GM’s equally uncompetitive minivans, it was consigned to history along with the rest of the Trailblazer family. Together these two platforms – along with the Rendezvous – were ultimately replaced by much more appealing crossovers. In Buick’s case it would be the Enclave.

The 2007 Isuzu Ascender. Bet you didn't even know this was built!

At one time Isuzu had ties with General Motors, and the Isuzu dealers in the US needed a new vehicle to supplement their tired product line, then consisting of the Isuzu Rodeo, the discontinued Trooper, and the oddly styled Axiom. Thanks to some magic reconstructive surgery, the Isuzu Ascender was born in 2003. Originally, Isuzu was only granted access to the seven passenger model to replace the Trooper but by 2005, they also received the smaller version. There were minor trim changes on the outside, and it received the same interior as the GMC Envoy with different identification. The extended version went out of production in 2006, while the standard version was discontinued in 2008, about the same time that Isuzu gave up on the US market for light trucks and cars.

A 2008 Saab 9-7X. The Trollblazer!

If that weren’t enough, GM even made a Saab version of the Trailblazer and called it the 9-7x. It made its debut just in time for the 2005 model year. Because this was a Saab, the traditional GM interior had to be reworked. The instrument panel received Saab egg crate air vents, Saab-styled cup holders, and the rest of the interior seemingly used a better grade of plastic trim. The ignition key had to be relocated to the center console, in keeping with the one quirky Saab trait. The 9-7x offered both the 4.2-liter Atlas inline 6, and the 5.3-liter V8, making it the first Saab-badged vehicle to offer a V8. In 2008, the 6.0-liter V8 was offered, making this faux Swede one very fast SUV and a near clone of the Trailblazer SS.

The Trollblazer Interior, with the ignition key in the center. Pointless!

Other than new front and rear fascias, different wheels, and nicer materials in the cabin, it was still a Trailblazer. It even received a nickname of “Trollblazer,” though no one will fess up to it. At the time, Saab also sold a rebadged Subaru Impreza as the Saab 9-2, and while it might have seemed like a good idea, it was as if GM had decided to totally neuter Saab of its Swedish heritage (its outdated passenger car line shared its platforms with Opel, but that’s another story) and in essence diluted the quirky appeal of the brand that had made it a success in years past.

The Envoy, the “Trollblazer,” and the rest of the family were recently euthanized when GM closed the Moraine Ohio assembly plant this past December as part of its initial restructuring effort. None of the Trailblazer clones ever excelled in any area; they were decidedly mid-pack when introduced and became increasingly uncompetitive as better competitors were introduced and as the market moved away from body-on-frame truck SUVs to lighter, more efficient car-based crossovers. In this regard, GM introduced competitive – and in some cases class-leading – crossovers but repeated its mistakes with the Trailbalzer by offering them across almost all its brands in an unsuccessful effort to placate its dealers. While the Trailblazer may have been an initial sales success, it and its many clones were never class leaders and were relatively inexpensive when new; they are now downright cheap as used vehicles having depreciated severely, especially as GM”s problems have accelerated.

Would I own one? In a word the answer is no. And I would be hard pressed to recommend one to anyone I know either. They really didn’t deserve to be built for as long as they were, in as many varieties as they were offered. It’s my opinion that the Trailblazer and its clones are the poster children for many of the problems that General Motors experienced prior to its bankruptcy and will need to overcome soon. Maybe with fewer brands to support, General Motors can concentrate on giving each of its divisions distinctive vehicles that will be competitive to succeed in the marketplace on their own merits. Read more of my Retrospective and Recently Deceased Articles at Automotive Traveler.

Happy 70th birthday Chuck Norris.

Top ten facts about Chuck Norris and muscle cars may be found here.

Image source: [amcarguide.com]

For those of you who don’t know, the Society of Vintage Racing Enthusiasts is a racing club based in the Pacific Northwest, and home to a whole lot of sweet vintage iron (no later than 1969 for most classes). SOVREN is renowned for the kind of all-out racing that’ll [...]]]> Click here to view the embedded video.

For those of you who don’t know, the Society of Vintage Racing Enthusiasts is a racing club based in the Pacific Northwest, and home to a whole lot of sweet vintage iron (no later than 1969 for most classes). SOVREN is renowned for the kind of all-out racing that’ll force you to DNF unless your family jewels are made out of some pretty stern stuff. Evidence? Take this clip of a Lotus 26R, which soon after the start at Portland International Raceway caught some dirt and went ’round a full 360 degrees (36 seconds in, for the impatient). Of course, this being SOVREN, instead of meekly staying off the course and waiting for a tow, the maniac recovered at the end of the spin to head right back out on the track, passing at least 3 cars in the process! Supposedly they say rubbin’ is racin’ – round the wet and wacky Northwest, spinnin’ is racin’. Keep watching the video for not only the sweet sweet sounds of a ‘68 Cortina GT Mk. II bleating about at full bore, but also plenty of other hoon-worthy rides including some truly sinister sounding and looking Corvettes.

Thanks to Tim for the tip!

This little beauty was parked outside my hotel recently, and I caught a few photos with my iPhone. I liked it so much, I went back with my good camera to get more shots.

Needs a tune-up, maybe a [...]]]>

Some would say it's seen better days. I'd say it can't get much better than this.

This little beauty was parked outside my hotel recently, and I caught a few photos with my iPhone. I liked it so much, I went back with my good camera to get more shots.

Needs a tune-up, maybe a bit of a wash. And absolutely nothing else.

Well, perhaps “parked” is a bit of a strong word. It looks more like “abandoned” is the correct term, as it doesn’t appear to have moved in quite some time. Still, in so doing, this Willys managed to acquire one of the most perfect patinas we’ve seen in a very long time. Enjoy the gallery below.

With a bit of research, I’ve managed to narrow this down to a model range between 1955 and 1960; it has the split windshield of a pre-1960 model, and the hood ornament of a post-1955 model. Other than that, I can’t narrow it down any further. Can anyone else get more specific?