Hemmings

In this article, we address the features and characteristics that contribute to the design and construction of a quality jump starter. These factors are typically what separates a lasting, powerful unit from one that is likely to result in disappointment. When it comes to jump starter design and construction, many things have changed in the last ten years, but – spoiler alert – much remains the same.

Many More Options

The first thing to note, when it comes to jump starters, is that the product category has expanded massively in the last twelve years, with far more types of jump starters available today than existed in 2010. We can essentially group today’s jump starter market based on the power source deployed, with three primary power sources – lead acid, lithium and ultracapacitor. Lead acid jump starters have the longest history and are characterized by their reliability, simplicity and heavier weight. Lithium jump starters have about a ten year history and are characterized by their high power density (power to weight ratio), the complexity of the electronic envelope required to keep them safe and sensitivity to cold temperatures. Ultracapacitor jump starters are the newest kid on the block and are characterized by their exceptional cold weather performance, extremely long service life and relatively high cost. We will address each of these below, identifying what makes them tick and what to look for when considering each.

It Starts with the Power Source

The heart of a jump starter is its power source. As we like to say, you can have a bad jump starter with a good power source, but you can never have a good jump starter with a bad power source. The power source is the most important contributor to jump starter performance. It impacts everything from the jump starter’s maximum power output, the number of jumps that can be performed per charge, its ability to withstand abuse and the overall service life of the unit. Its importance can’t be overstated, and even though there are more options than there were 10 years ago, its crucial nature remains unchanged.

Sealed Lead Acid (SLA) Jump Starters – This type of jump starter uses an AGM battery. This is a mature technology, with over 30 years of performance history, but as is typical of most things in life, not all AGM batteries are created equal. The honest truth is that, historically, many lead acid jump starters used AGM batteries redeployed from different industries, such as telecom. This was a classic square peg in a round hole situation, resulting in poor performance, early unit failure and low customer satisfaction.

Conversely, our ES Series (Booster PAC) and Clore PROFORMER (Jump-N-Carry) batteries have always been specifically developed to perform vehicle jump starting applications. As a result, they are designed to deliver exceptional power in a quick, concentrated burst. We utilize a high quantity of thin lead plates to increase the total lead plate surface area, which increases the total power of the battery. In addition, our plates contain few impurities, which can sap power and accelerate depletion of the jump starter between charges. Our battery cell construction features enhanced structure to better allow power to flow through the battery quickly and efficiently, enabling more power to be sent to the vehicle without damage to the battery itself. The electrolytic paste in our batteries is a high quality composition that enables more efficient recombination for better discharging (jump starting) and recharging. These enhancements serve a single purpose: deliver the power you need, even in extreme conditions, over and over again.

Where this comes through is in the Cranking Amp ratings referenced for our Booster PAC and Jump-N-Carry models (e.g., JNC660 @ 425 Cranking Amps). A Cranking Amp is an industry defined (BCI) term that means the same thing to everyone and, therefore, should allow a discerning customer the opportunity to properly compare these models from manufacturer to manufacturer. Beware if a unit is not rated in Cranking Amps, it is not a good sign. Peak Amp is a footballed term that could mean literally anything and, as we like to say, “Peak Amps don’t start vehicles.”

Lithium Jump Starters – This type of jump starter uses a lithium battery. That’s the first tricky part. There are many different lithium chemistries out there, so a lithium jump starter power source could be composed of any of a wide variety of lithium variants. The term lithium ion doesn’t really say much, nor does lithium polymer. Any lithium jump starter battery could have these terms slapped on them. Just like AGM batteries, not all lithium batteries are created equal. Although they don’t typically reference this rating system, lithium batteries have C ratings that refer to their ability to quickly or slow discharge and recharge. For jump starting, higher C ratings means more jump starting power. This is particularly critical because lithium batteries are more sensitive to cold temperatures than lead acid batteries. As a result, the C rating becomes that much more important, as higher C batteries of equivalent size can deliver high discharge (jump starting) power. This C rating differentiator can also explain why two lithium units rated to the same capacity, say 20000mAh, could have very different starting capabilities.

In addition to C rating, battery construction plays a key part in unit performance and longevity, just as with lead acid batteries. Jump-N-Carry lithium batteries, like our Clore PROFORMER lead acid batteries, are specifically designed to meet the needs of the jump starting application. They feature high grade paste, robust grid structure and advanced intercell welding to not only achieve high C ratings, but also to enable them to deliver long service life despite the harsh nature of the professional jump starting duty cycle.

Similar to the monkey business seen with Peak Amp ratings for lead acid jump starters, beware of some of the ratings you see attached to lithium jump starters. They are usually undefined and have an undefined level of usefulness for someone seeking to understand them. The reality is that there is no industry standard power ating for this category. Cranking Amps don’t apply, because the Battery Management System (BMS) in most lithium jump starters will not allow them to crank for 30 seconds, which is the basis of the Cranking Amp rating. At Clore Automotive, for any jump starter that cannot be rated in Cranking Amps, we use a Start Assist Amp rating, which is the unit’s current delivery (in amps) for 5 second at 32˚F. You should be looking for this type of defined rating (how long and at what temperature) to allow you to accurately compare competing products.

Ultracapacitor Jump Starters – This type of jump starter uses a set of ultracapacitors (caps). The ultracapacitors are arranged in a way that provides a sufficient level of voltage and current for jump starting, like the cells of a lead acid or lithium battery. Ultracapacitors are capable of providing a very quick burst of power, making them an ideal power source for the jump starting task. Like lead acid batteries and lithium cells, ultracapacitors come in many different grades and levels of robustness, making it important that the caps chosen for jump starters are properly suited to the task that they are being asked to perform.

The caps used in our Jump-N-Carry ultracapacitor driven units feature industrial grade components and a robust construction (they boast a lifecycle of 10,000 recharges), giving them the potential for a very long service life. In addition, the caps used in our JNC units are rated to provide the same power output in almost any temperature, whether you are jump starting in warm temps (70˚F) or very cold temperatures (-20˚F). For users operating in places where it can get very cold, this is a big advantage over even lead acid driven units, which see a degradation of power as the mercury drops. The advantage is even greater over lithium driven units, which are much more sensitive to cold temperatures.

One major disadvantage of cap driven units is that ultracapacitors do not provide a very durable store of power. If you charge the caps, they likely will be fully self-discharged within two weeks. With JNC units, we get around this by pairing the caps with a small lithium cell that has sufficient energy to charge the caps multiple times. This way, if you need to charge the caps on the go, you have the power within the unit to do so.

The Importance of the Power Path

The next most critical aspect of a jump starter, after the quality of the power source itself, is the design and specification of the components that sit between the power source and the disabled vehicle, which we refer to as the power path components. It does us (and the user) no good if great effort is taken to create a robust and powerful power source, but corners are cut when it comes to components such as the output cables and clamps.

Output cables must be sufficiently conductive to deliver the battery’s energy without introducing excessive resistance, which would result in a voltage drop, diminishing the jump starter’s capacity to start the vehicle. The more powerful the power source, the greater the requirement on the output cables. Booster PAC and Jump-N-Carry output cables are specifically mated to each power source to ensure optimal results. They are extremely conductive, flexible in cold temperatures and resistant to vehicle fluids and chemicals.

Like the output cables, battery clamps must facilitate an efficient transfer of power from the jump starter to the vehicle. This comes down to two factors: their conductive capability and their ability to create a proper physical connection to the vehicle, be that a battery post (positive cable) or the vehicle chassis (negative cable). Booster PAC and Jump-N-Carry jump starters feature industrial grade clamps with high tension springs to penetrate battery corrosion. Many units feature our Hot Jaw^TM clamps, which are wired on both sides of the clamp jaw for maximum power transmission to the vehicle. Some models feature our PowerJaw^TM clamps, which kick the rated carrying capacity even higher, making them suitable for the most demanding tasks.

Recharge Convenience

Another critical aspect of jump starter design involves the process of recharging your jump starter. How can this be done? When should it be done? How easy is it to accomplish this task? All of these issues are related and can impact the longevity of your jump starter. Clore Automotive jump starters feature automatic charging, which allows the unit to be connected to an AC power source indefinitely, without concern for overcharging the battery. But it goes father than that. Our lithium units feature numerous charging protections to make charging safer and more efficient. Our ultracapacitor units enable three different charging methods: they can be recharged from a 12V battery through the clamps (even if that battery is dead, as long as it is above 9.5V), they can be directly charged from a 12V power port in a vehicle using an included adapter, and they feature an onboard lithium battery for recharging the caps on the go, as noted above.

Designed for Jump Starting

It sounds redundant, but at Clore Automotive, our jump starters are designed for jump starting. There are competitive products around that perform more functions, whether they incorporate lights, radios, power inverters or other ancillary features. Our focus is on repeatable, reliable, lasting power. Thousands of discussions and interviews with professional technicians, tool dealers, counter staff and others have boiled down to one common theme: give me the power I need to get the job done! So, we have invested most in those aspects of jump starter design and construction that support extreme power delivery, as noted above. When it absolutely has to start, you can rest assured that your Booster PAC or Jump-N-Carry jump starter has what it takes to power you through.

Knight Industries Two Thousand, more commonly known as KITT, was more than David Hasselhoff’s trusty steed when he played the role as Michael Knight, an independent crime fighter in the popular 1982 television series Knight Rider. KITT was a turbo-boosted, bulletproof, self-aware sidekick that could talk, track down rivals and drive itself thanks to its built-in high-tech cybernetic processors.

Word has it that 23 KITT cars were made for the series, but there could have been as many as 25. After the show was axed, all but five cars were destroyed. The lovable character has lived on through the decades in replica form, many of which were built by diehard fans of the show.

1982 Pontiac Trans Am KITT replica listed on Hemmings Classifieds

This KITT replica is a modified 1982 Pontiac Firebird Trans Am, the same year as the real Knight Rider movie car. The seller states it is one of the best KITT Knight Rider replica cars in existence. At 40,000 original miles, the car underwent a no-expenses-spared rebuild from the ground up. It has seen only 150 miles since completion.

It may not be self-driving, but the custom 550-horsepower 383 Stroker engine teamed with a 700R4 automatic transmission and an all-new Spohn suspension makes for a thrilling cruising experience. Spoiler alert: The real KITT cars weren’t self-driving, either. During driverless scenes, a stunt person would pilot the car by laying on the floor.

The TVs are original black and white new old stock, the same models used in the series. Each is connected to HD media players, and one doubles as the display for the front camera.

The slew of buttons, switches and light up displays circling the dash and console are an accurate representation of the real KITT car and will take the driver and passengers back to the ‘80s to relive the adventures in the Knight Rider series. Speaking of accurate, according to the seller, the Buttons were left over from the show and purchased as new/old stock.

This KITT replica features an ultra-rare collector’s item: The actual Pilot/Season 1 license plate is mounted on the rear. Original plates from the show can cost between $7,500 to $10,000 depending on the condition and car it was on during filming. Additionally, the clear windshield was brand new leftover stock from the show. The rear taillight was copied directly from an original example, as was the front bumper and fog lights. The seller also points out that the blackout turn signals do not sit flush with the hood line, which is exactly the way the original KITT looked.

The above details only skim the surface of what went into the four-year build. More information can be found here on the Hemmings Classified listing.

Who hasn’t driven their classic on a drizzly or misty day and been annoyed by the archaic two-speed wiper system that’s either too fast or too slow for the prevailing conditions? Reaching for the wiper switch and toggling it on and off gets old in a hurry, plus there’s the extra wear and tear on the switch and related electrical system and components. But right around the time the muscle car era was just getting underway, relief from the irritating responsibilities of wiper control was also being addressed.

We all have Robert Kearns, an engineer and relentless garage tinkerer, to thank for creating the impulse wiper system back in the mid-Sixties. His invention was so radical, however, that when the engineers at Ford Motor Company first saw it, they were convinced he was activating the prototype by a hidden switch and asked him to leave the room while they inspected his invention. Once convinced of its feasibility, Ford’s decision makers (and those of other car companies) soon offered Kearns’ concept in their new-car option lists.

Today, Kearns’ invention is ubiquitous enough that virtually all cars have standard equipment windshield wipers offering a varying number of blade speeds, allowing us to contend with any type of precipitation, from a drizzle to a downpour. The opportunity to retrofit classic machines with this technology was recognized by Detroit Speed & Engineering (DSE), which designed its Selecta-Speed wiper kits for many of the muscle era’s popular models. These kits are designed to provide a bolt-in replacement for the stock two-speed wiper motor, offering a relatively simple way to upfit your ride with a seven-speed (high, low, and five delays) impulse wiper system. The updated wiper system should vastly improve your ability to navigate through any kind of weather.

The kits currently available fit a variety of popular muscle machines, with still more applications currently in the design stages. A universal system is also offered for more esoteric vehicles, making this a feasible upgrade for anyone willing to do a bit of engineering and adapting on their own. DSE’s reputation for crafting well-designed and constructed componentry for a variety of applications is evident here, as the Selecta-Speed impulse wiper kits provide all the necessary hardware and detailed instructions. All you need is the inclination and expertise to install them.

We ordered one for a Chevelle, and managed to complete its installation in an afternoon using only basic hand tools. While there may be minor variances that are unique to each installation, the basic procedure is pretty much the same for all custom designed applications. Without question, the impulse wiper kit is another upgrade that makes cruising in any classic machine that much more enjoyable, regardless of the weather conditions.

How to Install Intermittent Wipers on a Classic Chevelle

SOURCES

Detroit Speed & Engineering; 704-746-8132; detroitspeed.com

Tom Peters vividly recalls the first time he went for a ride in the iconic American sports car. “It was a 1968 coupe,” he says. “I caught a ride home in one on the way home from work one day, when I was a teenager.” Tom was caddying at a Minnetonka, Minnesota, country club and says that, while brief, the encounter left a lasting impression. “It was only about a mile or so in that car,” he says. “But the way I sat down in that interior, looking out over the long nose and arching front fenders — it all just burned into my brain. It was inspiring.”

Photo by Barry Kluczyk

More than just that first-year C3 burned into Tom’s young mind. The whole car culture of the Sixties and the muscle car era blossomed during his formative years, etching the design ethos of the time into the brain of a kid who got in trouble for sketching cars in class. Fortunately, he never stopped drawing through high school, and by his second year in college, at Louisiana Tech, he happened on a catalog for the Art Center College of Design, in Los Angeles.

“It was an epiphany. It exposed me to the world of industrial design, and everything just clicked,” Tom says. “That’s where I needed to be, and it changed my life.”

During his sophomore year at Art Center, Tom was invited to participate in General Motors’ annual internship program. That was 1978; by 1982, he was hired and went to work at GM’s Advanced Design studio, where his first assignment was developing concepts for a super-aerodynamic electric sedan.

Photo by Barry Kluczyk

“It was a great start and a couple of years later, after seeing a scale model I did for a future Corvette, Jerry Palmer — the chief designer for the Chevrolet 3 studio at the time — asked me to join the team that was responsible for the Corvette, Camaro, and Beretta,” Tom says. “It was an amazing opportunity, and I began contributing to the 1985 Camaro IROC-Z.” He also established the final theme for the landmark, mid-engine Corvette Indy concept that debuted in 1986 and featured a GM Lotus-Ilmor 32-valve racing engine. GM and Lotus, of course, would partner on the development of the original, 1990 Corvette ZR-1, which featured a 32-valve DOHC 5.7-liter V-8.

Tom also did the directional-style wheel that debuted on the 1988 Z51 package and became the standard wheel in 1989, along with what he calls the “bear claw” side vents that debuted on the facelifted 1991 Corvette.

More Corvette work followed, including the concept design that influenced the C5’s styling, which led to serving as the exterior design director for the C6, C7, and C8 models. It was after seeing the mid-engine C8 off to production — and more than 35 years at GM — that Tom decided to pack up his art markers and call it a career.

Leaving the Corvette team was bittersweet, Tom says, after so much time in the studio, but the car wasn’t about to drive out of his life. He still harbored the desire to build a C3, like the one that inspired him about half a century earlier.

Photo by Barry Kluczyk

“I had done a few other cars over the years, but I really wanted to do this Corvette when I had the time and focus to do exactly as I envisioned,” he says. “And I always loved the look of the L88 race cars, like the Randy Wittine-designed Owens-Corning wide-body car driven by Tony DeLorenzo and Jerry Thompson — fender flares and side exhaust on a roadster with a hardtop. It was the toughest-looking thing on the track.”

The look had been locked in Tom’s brain for decades when he finally decided to pull the trigger for the build. He went as far as purchasing a project car, but it was a rough specimen. Turn Key Automotive’s Rich Rinke, the builder tagged to bring the vision to reality (he also builds the COPO Camaro factory race cars for Chevrolet), suggested a ’69 roadster a friend of his spotted at the Barrett-Jackson Scottsdale auction in 2016 might make a better starting point.

“I was actually out there chasing a ’65 Impala SS convertible at one of the other auctions, when Rich called me about the car,” Tom says. “I was waiting for my wife Carolyn to arrive; she’s always been my partner with these cars. I wasn’t even registered for the Barrett-Jackson auction, but we worked out the bidding through a third party. It all happened very quickly and when I finally saw my wife later that evening, I surprised her with the Corvette for her birthday.”

It was white and an original big-block car, but with a 454-cu.in. crate engine. That was important, because Tom didn’t want to cut up a numbers-matching Corvette — and the cutting started just as soon as the car arrived at Rinke’s shop, north of Detroit.

Photo by Barry Kluczyk

“The first thing we did was hold up the fender flares to get an idea of their fit and placement,” Tom recalls. Later, after having the flares properly bonded to the vintage fiberglass, the car was painted the same silver as the original 1959 Sting Ray race car concept. And when we say the same silver, we mean it. Tom actually located the original color chip in the General Motors Design Center and matched it.

That’s pretty cool — and so are the wheels and tires filling out the fender flares, which include a period-perfect set of American Racing Torq-Thrust D wheels, measuring 15 x 8.5 inches in the front and 15 x 10 inches in the rear; along with Hoosier racing radials that contribute significantly to the car’s track-inspired aesthetic.

“The car is largely Tom’s vision, but I put my foot down on the tires,” Carolyn Peters, his wife, says. “They were going to clean them up and paint the letters, so that it all looked brand-new, but I insisted the tires should remain a little dirty and gritty looking. Looks better that way.”

No argument here.

With electronically controlled port injection, the induction system has the appearance of vintage racing-spec mechanical injection, but with daily-drivable control, responsiveness and finesse.Photo by Barry Kluczyk

When it came to the engine, Tom was again inspired by the performance trends of his youth, specifically the towering velocity stacks on the engines of everything from drag-racing gassers and A/FX cars to the thundering big-blocks of the Can Am race cars.

“The imagery of them was so vibrant and exotic,” he says. “I wanted to pay homage to that with this car.”

Starting with a contemporary Chevrolet Performance ZL1 aluminum cylinder block, Rinke’s shop scratch-built a period-perfect Rat engine with forged internals and Edelbrock aluminum heads, then topped it an Inglese individual-runner EFI system. Aesthetics being everything to a designer, Tom had the system fitted with classic-looking Kinsler velocity stacks that were individually trimmed to ensure they were not only perfectly even, but protruded from the L88-style hood with just the right presence. “I wanted to make the statement, but not overdo it — well, maybe a little,” he says. “The look is everything and these stacks deliver it by reaching just a little over the top.”

Photo by Barry Kluczyk

It’s worth noting, too, that Tom had an original L88 hood for the car but couldn’t bring himself to cut a hole in it, so it’s now hanging in the living room. The one on the car is an aftermarket reproduction. Along with the injection system, the engine exhales through functional stainless steel side exhausts from Doug’s Headers. It complements the car’s visual feast with an aural chaser.

“I absolutely love the sound of that engine through the side exhaust,” Carolyn says. “It makes everyone smile and it sounds great with the crackle and popping on deceleration. It’s the perfect soundtrack for this car.”

Backing the boisterous big-block is a Tremec five-speed manual gearbox that channels torque to a 12-bolt differential filled with a Detroit Locker and 3.55 gears. Additional chassis and suspension upgrades include Ridetech front and rear coilover conversions, with JRI double-adjustable dampers, a Wilwood four-wheel disc brake system, and a Borgeson power-steering system.

The red cockpit is largely stock, with only the chrome-stick shifter for the Tremec TKO five-speed manual gearbox diverging from the Corvette’s otherwise factory equipment.Photo by Barry Kluczyk

The one thing that wasn’t touched on the car was the red interior, which retains a factory radio-delete plate. The upholstery and other cabin trim were all in excellent condition upon the car’s purchase and there was no need to embellish it, with the injection stacks, side exhaust, and fender flares doing all of this Corvette’s talking.

“It’s a very easy car to drive and the power comes on instantly,” Tom says. “I love that it feeds the senses — the look, sound, and feel. It’s everything. And with the top off, you hear the stacks drawing air when you put your foot down. It’s just what was simmering in my mind over the years.”

It’s that vision thing. We can all be glad Tom Peters nourished it for so many years in the studio and, with this ’69 roadster, in his personal garage.

Owner’s View

Every drive in this Corvette is an experience. It is a beast in all the best ways, and we haven’t quite found the edge of its performance yet, because there doesn’t seem to be a bottom of its power reserve. The engine just keeps pulling and pulling. In fact, it’s a little intimidating, because we don’t know exactly how the car is going to react. We’re creeping up on it and that’s the fun part—exploring exactly what car is capable of. —Tom and Carolyn Peters

Specifications-1969 Chevrolet Corvette

ENGINE

Block type: Chevrolet Mark IV-style “big-block” with Chevrolet Performance ZL1 aluminum block

Cylinder heads: Edelbrock Performer RPM aluminum with 315-cc intake runners

Displacement: 427 cubic inches

Bore x stroke: 4.250 x 3.750 inches

Compression ratio: 10.1:1

Horsepower: 480 (est.)

Torque: 520 lb-ft (est.)

Crankshaft: Forged steel

Camshaft: Comp Cams hydraulic roller

Induction system: Inglese port fuel injection intake manifold with custom individual velocity stacks

Ignition system: FAST dual-sync distributor

Exhaust system: Headers with side exhaust outlets

TRANSMISSION

Type: Tremec TKO 600 five-speed manual

Ratios: 1st/2.87:1 … 2nd/1.89:1 … 3rd/1.28:1 … 4th/1.00:1 … 5th/0.82 … Reverse/2.56:1

DIFFERENTIAL

Type: GM 12-bolt with Detroit Locker limited-slip differential and stub axles

Ratio: 3.55:1

STEERING

Type: Borgeson power-assisted recirculating ball

Ratio: 12.7:1

BRAKES

Type: Wilwood power-assisted four-wheel disc

Front: 12.19-in slotted rotors with six-piston calipers

Rear: 11.75-in slotted rotors with four-piston calipers

SUSPENSION

Front: Independent with RideTech coil-over conversion with JRI adjustable dampers and anti-sway bar

Rear: Independent with RideTech coil-over conversion with JRI adjustable dampers and anti-sway bar

WHEELS & TIRES

Wheels: American Racing Torq-Thrust D

Front: 15 x 8.5 inches Rear: 15 x 10 inches

Tires: Hoosier Quick Time radial

Front: 275/50D15 Rear: 325/50D15

According to published figures, this four-speed, Ram Air, 428 Cobra Jet-equipped 1970 Mercury Cougar XR7 convertible is one rare cat. Combining its color combination with the muscle car’s powertrain options narrows its production number to just one example in existence.

Let’s break it down: Just 66 XR-7 convertibles were built with the 428 CJ engine for the 1970 model year. Only 17 of them, like this one, were equipped with the four-speed manual transmission. That’s not all: The Marti Report reveals that two of those 17 muscle cars were sprayed with Competition Blue paint from the factory, and just one received black leather interior. This is that car.

This rare Q-code Mercury Cobra Jet also received a long list of factory options, including a black power top, center console, power front disc brakes, power steering, intermittent wipers, and more. It received a rotisserie-type restoration in 2015. According to the auction listing details on Hemmings, the car was finished to a concours-level, sticking as closely to factory specs as possible down to its blue paint. It has only seen 200 miles since completion.

The restoration included the installation of a confirmed period-correct (but not numbers-matching) 428-cu.in. Cobra Jet V8. The engine was enhanced with hardened valve seats for unleaded fuel compatibility, and the build included balancing and blueprinting. The mean muscle machine produced 391 horsepower and 485 lb.-ft. of torque during dyno testing.

From the factory, the 1969-1970 428 Cobra Jet engines packed 335 horsepower at 5,200 RPM and 440 lb.-ft. of torque at 3,400 RPM. Ford 428 Cobra Jet power was also available in a handful of other models from 1968 to 1970, including the 1968-1970 Ford Mustang, 1968 and ‘69 Ford Fairlane, 1968- ‘69 Ford Torino, 1969 Ford Cobra, the 1968 and ‘69 Mercury Cyclone and CJ, 1969 Mercury Montego, and the 1968 Mercury Comet and Shelby GT500KR. Muscle car enthusiasts will be hard pressed to find such a unique Cobra Jet-equipped car on the market than this 1970 Mercury Cougar XR7 Convertible.

The folks at Carlisle Events are gearing up to celebrate their 50^th anniversary and as most know, they serve up some exceptional domestic brand specific shows. While those events usually draw in massive like-minded crowds, the Import & Performance Nationals fills in the void by mainly covering foreign manufacturers, while also addressing the broad spectrum of the aftermarket for many of those vehicles.

This year’s show, which took place on May 12-14, drew a sizable crowd and as with any open-air show, the weather usually factors into the equation. While bright sunny skies bathed the fairgrounds on Friday, the following day folks were treated to ominous cloud and light rain – usually a decisive blow for many events. We’re happy to report that this show defied those odds with an exceptionally strong turnout.

These Renault Alliances could easily pass as French-built vehicles, but they were actually built in the United States with roughly 75% domestic content between 1983 and 1987. This was due to Renault’s stake in American Motors…Renault designed the exterior, and the interior was handled by AMC.John Machaqueiro

One of the aspects of this gathering that makes it unique is that it also serves as a meeting place for many car clubs to hold their annual get-togethers. This year there were a total of 37 clubs spread out across the showfield, with the two largest contingents having a decidedly Swedish flavor in the form of Volvo and Saab, with the latter regularly taking home top bragging rights with over 250 cars in attendance.

Every year the organizers also feature a specific brand, or theme in the various buildings on the property. Elegance and opulence could be found on display in Building Y with a fine example of Rolls-Royce automobiles, while Building T had a mix of Audi, Honda, and a number of other manufacturers.

This 1958 DKW Schnellaster (German: “Rapid Transporter”) was the first product built after World War II by the newly-formed Auto Union company. Produced between 1949 and 1962, they were assembled in many different configurations along with slightly different displacement engines. John Machaqueiro

As with all Carlisle events, the swap meet area is always part of the overall equation and numerous vendors were on hand selling parts, and in some cases complete cars, while the Manufacturers Midway catered to the aftermarket vendors.

The 2024 edition of the Import & Performance Nationals will take place on May 11 -12, 2024 at the Carlisle Fairgrounds.

After a Challenger SRT Hellcat Jailbreak owner announced that Dodge denied a $36,000 warranty claim for his muscle machine’s blown engine, stating damages were not covered due to a muffler modification, Dodge disclosed further information to answer the public’s questioning. Long story short: making any changes to the vehicle’s Powertrain Control Module will leave a permanent, detectable mark.

When CarScoops reached out to Brennon Vinet, the aforementioned Challenger SRT Hellcat owner, Vinet claimed Dodge denied a full report on the reason why his damages were not covered, so the publication circled back to Dodge for questioning. Dodge began by stating that “tampering with any emission control device could end up causing a denial of coverage depending on what the issue is.” Dodge had valid reason to believe that Vinet’s Hellcat was tuned. But how?

“The warranty claim was rejected after a Stellantis Calibration Engineer ran Powertrain Control Module (PCM) diagnostics and confirmed that the vehicle’s PCM was tampered with and contained non-factory software,” a Dodge spokesperson told CarScoops. “I haven’t seen anything on our end regarding mufflers,” he added.

According to the spokesperson, the Dodge dealership runs a series of diagnostic tests, one of which is a report that reveals whether the car’s Powertrain Control Module (PCM) has been tampered with, for example, if unauthorized software has been installed. Even if the Dodge is flashed back to its factory settings, the car’s PCM sets an internal code, essentially a red flag that tells Dodge that the system has been tampered with. Vinet’s claim was ultimately declined due to PCM and emissions tampering.

It’s not uncommon for companies to deny claims over non-factory tuning, among other vehicle modifications. Vinet’s story is a cautionary reminder: tune vehicles under warranty at your own risk.

Amazon Studios announced the return of The Grand Tour in a new special titled “Eurocrash,” scheduled to air on Friday, June 16th, on Prime Video. Jeremy Clarkson, Richard Hammond, and James May will reportedly play out their antics during a 1,400-mile journey through Poland, Slovakia, Hungary, and Slovenia. The information revealed by Amazon is limited, however, teaser images hint toward which vehicles the stars chose for their central Europe road trip.

One photo shows the trio standing by three unlikely road trip candidates. Hammond is leaning on a bright yellow Chevrolet SSR, the short-lived retro-designing pickup produced between 2003 and 2006. Clarkston brings a one-of-500 Mitsuoka Le-Seyde, a ‘90s Japanese creation inspired by the Nissan Silvia S13 (Nissan 180SX). On the far left, James May is posing in front of a Crosley convertible, a microcar that was manufactured in Ohio from the late-‘30s to the early-’50s.

A second photo shows Clarkston piloting the Mitsuoka Le-Seyde, presumably racing against someone on horseback. I

In the third image, the trio is at a racetrack looking perplexed, with Clarkston wearing a well-fitting racing helmet.

The Grand Tour “Eurocrash” special promises plentiful escapades, plus an appearance of a famous racecar driver and snippets of “Soviet style” Formula 1 racing.

There are rumors spreading across the internet that question whether Amazon will continue airing the The Grand Tour series after the currently commissioned episodes are complete due to Clarkson’s controversial commentary regarding Meghan Markle, which he since publicly apologized for. Regardless, fans still have four more Grand Tour specials to look forward to, plus a third series of the critically acclaimed Clarkson’s Farm.

The Gambler 500 is an off-road navigational challenge and scavenger hunt event held annually in the United States. The event is open to anyone with a car that costs $500 or less, and participants must link pre-determined checkpoints using only public roads, forest service roads, and designated trails. While the event is about off-road rally navigation, the Gambler is also changing the way we think about wheeling.

Rally Racing…With A Twist

The origins of the Gambler 500 trace back to 2014 in Oregon, as a way for a group of friends to explore the backcountry in their cheap cars. Organized by Tate Morgan and Jim Davis, they wanted to create a low-budget rally that would encourage people to experience their local trail systems, while also helping maintain them. Over the years the Gambler name has caught plenty of traction, cleaning up trash-ridden backcountry areas across the United States, Canada, and even Iceland.

The “Chop Top Challenge” team used their Jeep Grand Cherokee as a trail-going garbage truck, with team members acting as ride-on garbage men during the event.Hunter Madison

One of the key principles of the Gambler 500 is “Leave No Trace”. Participants are expected to respect the environment and leave it as they found it, and any trash or debris brought in or found must be packed out. In most cases, the event “winner” is the participant that packs out the most garbage from the trails. The Gambler has partnered with organizations such as the National Forest Foundation, the Oregon Department of Environmental Quality to promote responsible use of public lands, and even companies like Ford.

The rally itself takes place over two days, with a different route every year. The organizers provide a list of checkpoints that the teams have to reach, but the exact route taken is up to them. These checkpoints are usually located in remote and scenic areas. Participants have to be prepared for all sorts of challenges, from mechanical failures to extreme weather conditions. The rally can be grueling, with long hours of driving rough terrain and river crossings.

Don’t Miss The Mad Max memo…

Participants are also encouraged to decorate their vehicles in creative ways, with many choosing to go with a “Mad Max”- like post-apocalyptic theme. The event has become known for its unique and quirky atmosphere, with participants often dressing up in costumes and decorating their cars with wild designs.

Jeremy Frizzell’s six-inch lifted, twin-turbocharged V6 Ford Mustang sits with a similarly-modified Lexus LS400 at the start of the event.Hunter Madison

The Gambler 500 has spawned a whole subculture of car enthusiasts who share a love for adventure and a do-it-yourself spirit. Many participants have formed teams and built their cars together, creating a strong sense of community and friendship. The event has also inspired similar rallies in other parts of the country, with participants putting their own spin on the concept, such as the HooptieX racing series.

“Always Be Gamblin'”

The Gambler 500 has become a popular event for car enthusiasts and adventure seekers alike. It offers a unique and affordable way to explore and maintain the beauty of the backcountry, while also promoting a sense of community and camaraderie among participants.

One of the bigger items removed from the trails was this decrepit Airstream trailer that was filled full of old tires and trash. The trailer was dragged back to camp.Hunter Madison

In a world where high-performance cars and expensive racing events dominate the automotive scene, the Gambler 500 stands out as a refreshing and inclusive alternative. It doesn’t matter if you are a seasoned off-roader or if it is your first time treading off of the paved path, the Gambler 500 will put you in the driver seat and directly onto the trail.

Make sure to look for a Gambler 500 event in your state, to earn your own “Litter Gitter” title!

The sixth annual 2023 Greenbrier Concours d’Elegance attracted a field of incredible classic and vintage cars, trucks and motorcycles to White Sulphur Springs, West Virginia, earlier this month, May 5^th through the 7^th. A 1928 Auburn 8-115 Speedster earned this year’s Best of Show trophy. Owner Richard Harding accepted the award, which was made by glass artists at Lamp Light Glass Art at The Greenbrier.

The Auburn 8-115 Speedster was originally built in Auburn, Indiana by the Auburn Automotive Company. Its sleek design features a raked windshield, doors and hood louvres and the famous “boat tail” rear end to give the impression of speed. This bright green example was found in an Ohio field by Richard Harding’s father in 1992, who spent many years collecting parts and bringing it back to life. After his father passed, Harding began and completed the vintage car’s frame-off restoration. He did all the work himself apart from paint and upholstery.

“First, I thought of my dad,” said Harding to show organizers while reflecting on his reaction to hearing his named called for the day’s top award. “He would be surprised. We had never had an opportunity to show a car here before for one reason or another, but the facility is just fantastic. I had never been to a resort like this. It’s just unbelievable. I would encourage anybody to come here for a visit. It was an honor just to be here.”

Harding’s meticulously restored Auburn was one of 11 other class winners parked on the picturesque show field. “We had some incredible cars and there was such a wide variety that our judges had to consider,” said Phil Neff, Chief Judge, The Greenbrier Concours d’Elegance. “Their jobs are never easy, because of the quality of the cars in the field, but I’m proud of the job they did. We have an amazing team.”

According to the event’s press release, the 2023 Greenbrier Concours d’Elegance Best-in-Class winners are as follows:

• Personal Luxury: 1965 ISO Rivolta GT (John Gailey; Malvern, Pennsylvania)
• Foreign Sports Cars (Closed): 1963 Porsche Carrera 2 Coupe (Thomas Zarella; Gloucester, Massachusetts)
• Foreign Sports Cars (Open): 1970 Porsche 911E Targa (Brad Shisler; Columbus, Ohio)
• Race Cars: 1957 Ferrari 250 FT LWB (Frederick Fischer; Wildwood, Missouri)
• Pre-War Cars: 1912 Cadillac Torpedo (Jim Elliot; Yorktown, Virginia)
• Motorcycles: 1971 Honda SL350 (James Gannon; Hico, West Virginia)
• Post-War Convertibles: 1967 Pontiac 2+2 Convertible (Richard Larabee; Farmington Hills, Michigan)
• Muscle Cars: 1970 Pontiac GTO Judge Convertible (Steven Race; Cumming, Georgia)
• Classics: 1929 Dusenberg Model J Roadster by Murphy (Dwight Schaubach; Carrollton, Virginia)
• Packards (Open): 1923 Packard 126 Single Six Runabout (Dwight Schaubach; Carrollton, Virginia)
• Packards (Closed): 1938 Packard 1608 Twelve Town Car by Rollston (Bob Tiffin; Red Bay, Alabama)

Twelve other special awards were also presented, including:

• People’s Choice: 1959 BMW 600 (David Lowen; Roanoke, Virginia)
• Chief Judge’s Award (Selected by Phil Neff): 1958 BMW 507 (Thomas Pesikey; Wilmington, Delaware)
• Duke of Windsor Award (Most Elegant Closed Car): 1938 Packard 1604 Super Eight Coupe by Mayfair (Ralph Marano; Garwood, New Jersey)
• Princess Grace Award (Most Elegant Open Car): 1940 Packard 180 Custom Super Eight Darrin (Greg Ornazian; Rochester Hills, Michigan)
• Dorothy Draper Award (Most Stylish Interior): 1979 Cadillac Coupe DeVille (Jared Aiello; Pittsburgh, Pennsylvania)
• Sam Snead Award (Best Country Club Car): 1956 Continental Mark II (John Keesee; York, Pennsylvania)
• Eisenhower Award (Best Cold War Era Car): 1946 Packard Custom Super Clipper LWB Sedan by Henney (Don Wood; Johnson City, Tennessee)
• Artist’s Award: 1948 Jaguar Mark IV 3.5-Litre Drophead Coupe (Roger Crawford; Tallahassee, Florida)
• Most Historically Significant Road Car: 1973 Jaguar XKE Convertible (Ralph McGee; Concord, North Carolina)
• Most Historically Significant Sports or Race Car: 1979 Spirit/AMX (Michael Weaver; Joppa, Maryland)
• AACA “Spirit of the Hobby” Award: Entire Motorcycle Class (James Gannon; Hico, West Virginia)
• Bill Davis Memorial Award (Best Car from West Virginia): 1951 DeSoto Custom Convertible (Timothy Holbert; Bridgeport, West Virginia)