Friday, October 21, 2016

Reshoot - 1964 Mercury Montclair Breezeway

Originally featured in July 2015. Re-shot in July 2016.

Wednesday, October 19, 2016

Reshoot - 1963 Buick Wildcat Convertible

Originally featured in November 2012. Re-shot in August 2013 and I still see it from time to time driving around town.

Monday, October 17, 2016

Danville Street Sighting - 2001 Qvale Mangusta

I've had a subscription to Motor Trend magazine for over fifteen years. One of the first issues I remember receiving, November 2000, featured a nine-way comparison of sports cars. It was the first time I ever saw mention of an unusual Italian car called the Qvale Mangusta. In my Need For Speed-fueled childhood the Porsche 911 Turbo, Corvette Z06, Dodge Viper, Ferrari 360, BMW Z8, Mustang Cobra R, Shelby Series 1, Pontiac Trans Am and the like, made total sense to me. But the test also featured a red car with very odd styling and a bubbly retractable hardtop. It had a 4.6 liter Ford V8 producing 320 horsepower, a five-speed manual and a small back seat.

The story behind the Qvale Mangusta is complicated. It was originally supposed to be a De Tomaso in the 1990s. Alejandro De Tomaso commissioned former Maserati man Giordano Casarini to create an Italian version of the British TVR Griffith. The car was supposed to have an American Ford 4.6 modular V8 or Australian Holden Special Vehicles V8 as a backup option. Ford agreed to provide powertrains and Lamborghini stylist Marcello Gandini penned the body. Gandini designed a multi-piece convertible roof called the Rototop to make it a convertible coupe. The center section was a removable targa panel and the rest of the roof pivoted down underneath a cover. The chassis was developed by ex-Formula 1 engineers and featured extraordinary rigidity for an open car. The result was the 1996 De Tomaso BiguĂ  concept. The problem was that Alejandro De Tomaso was in poor health and the company had no money to develop the car past the concept stage.

The saving grace for the car came from Kjell Qvale, owner of British Motor Car Distributors in San Francisco. He was a major importer of European cars for decades. The Qvale family financed De Tomaso's operations and Kjell's son Bruce developed the production facility in Modena, Italy where the car would be built. It was to be called the De Tomaso Mangusta after the Mangusta sports car sold in the 1970s. De Tomaso and Qvale had a falling-out, though, and the Qvale group took over operations. The production car would be called the Qvale Mangusta.

The story wasn't yet over, and it gets weirder. After Qvale had its run building 284 Mangustas, MG Rover Group parent company, Phoenix Consortium, purchased the Mangusta platform. The chassis was developed into the MG XPower SV sports car, and continued the use of a Ford 4.6 V8 in most cars. The MG was an even rarer beast than the Mangusta with only 82 built between 2003 and 2005. MG Rover went bankrupt soon after, and the XPower was briefly revived in 2008 by William Riley's MG Sports and Racing Europe. Some seven XPower WR cars were sold before new MG Rover owner Nanjing Automotive sued over Riley's use of the MG trademark. The strange story of the Qvale Mangusta finally came to a close.

I have seen maybe a half dozen Mangustas, two of which are local to my area. This car was a common sight for a while along one of my delivery routes and I was fortunate enough to photograph it one day after work. It's a well-kept car that still has its dealer license plate frame and original Antera alloy wheels. I assume that it has the standard five-speed, as an automatic transmission was a rare option found on only 55 cars. The Qvale Mangusta is a truly unusual footnote among modern sports cars and one that I always wanted to feature here.

Photographed June 2016

Saturday, October 15, 2016

Van Man Review - 2012 Ford Transit Connect XL

I am a delivery driver by trade, working for a dry cleaner in the eastern San Francisco Bay Area. My typical day involves pick-ups and deliveries to homes and businesses, and I drive one of the company's fleet of vans. Over the past three years I have been behind the wheel of almost every truck in the fleet. So I thought it might be interesting to my readers to know my thoughts on them.

This 2012 Ford Transit Connect XL is the van I first trained on. It's always been my baby. It had 12,000 miles on it when I started and as of this writing, it has about 68,000. It's been through a lot, as work vans do. Most of the cosmetic damage came as the result of being assigned to share the truck with other drivers, but I'm not going to name names. It also received a midlife graphic makeover that replaced the small quarter panel sticker with much fancier vinyls to match the rest of the fleet.

The Transit Connect is an odd duck among vans, built in Turkey and imported into the United States. It was subject to the federal "chicken tax" on imported light trucks so all cargo variants were originally built as passenger vehicles with a second-row seat and windows in the sliding doors. These parts were exchanged for blank steel panels and an empty cargo floor once the vans arrived stateside. The basic body dates from 2002, making the styling more in line with European Fords of that period than American Fords of 2012. Power comes from a 2.0 liter four paired with a four-speed automatic driving the front wheels, that I'm pretty sure is the exact same powertrain that is in my 2007 Focus. Even the gear shifter is the same part.

As soon as you climb into the van you know this is a purpose-built truck. There is no luxury in the XL. Crank windows, no CD player, manual seats, manual locks. It's wonderfully simple if you like that kind of thing. Many interior parts are lifted from other Ford cars. Visibility is excellent out the front and acceptable from the sides and rear. The van is small enough to parallel park easily and with a 39-foot turning circle it can make a U-turn on many residential streets. Handling is relatively good with a low center of gravity, like driving the box my Focus came in. Fuel economy is rated at up to 27 mpg highway.

The downsides of this van are numerous. For one, our service territory involves mostly city miles and hills. Lots of hills. Frequent stops and idling as well. I have never seen 20 mpg, let alone 27. This van averages about 15-16. Part of this is arguably because the old four-speed can't efficiently put the power down and it struggles badly on long grades or steep hills. You either get a running start, or give it the beans and let it scream when it downshifts. Plan in advance on freeway on-ramps especially if fully loaded.

Interior plastics are hard and mostly molded in a blue-grey color with pebbled texture. There are very few soft-touch or shiny pieces. My three biggest gripes about the interior are the seat recline lever, the plastic steering wheel and the sun visors. The first thing that breaks on these vans is the seat recline lever. The plastic handle snaps off and you are left with a metal thing that you have to slide over every time you climb in or out, that wears a hole in your pants leg and tears up the seat over time if you aren't careful. The sun visors are the second thing that breaks. As for the steering wheel, the rim just wears down from constant use. A minor complaint is that when listening to an AM radio station, my cell phone charger interferes with the signal.

Aside from all that, the van does its job well. You just have to keep it maintained. They go through brakes like crazy if you aren't careful. I would recommend a heavy-duty brake conversion and can't believe that Ford never offered one for the Transit Connect. Basically I get the impression that the vehicle was designed for a telephone or HVAC technician to load up, drive to a service call and park. Door-to-door delivery service is probably not what it was intended to do.
I like the Transit Connect. It's a cute little van and I'll be sad to see them go when they are eventually retired.


Oh yes, and if you're located in the Bay Area and need a dry cleaner, feel free to give us a call.