Treating Your Older Car Right ?
#1
01-07-2010, 02:13 PM
Treating Your Older Car Right ?
Below article is from the January 2010 Valvoline
News Letter...I share, cause I care
Tough Economic Times Call For Treating Your Older Car Right
The economic climate has many of us putting off the purchase of a new car and putting a few more miles on the old one. This month's newsletter provides some great advice on how to keep your older vehicle youthful in appearance and performance.
The Key to a Trouble Free VehicleTaking better care of your current set of wheels usually makes much more financial sense than buying a new one. Find out how to get the most from your automotive investment
.Read More
Time in a BottleOnce your engine reaches 75,000 miles it's time to switch to a motor oil formulated for higher-mileage vehicles. These special oils can extend engine life. Read More
Aging GracefullyThe median age of passenger cars is at an all-time high. When you want your vehicle to age gracefully, follow these tips to help it run more safely and efficiently for many miles to come.Read More
Also This Month
Top 10 Classic Cars
Update the Look of Your Older Car
From Storage to the Street
Behold Your Timing Belt
Battery Replacement
Saving Gas in a Crunch
Member's, what did U think of there advise/articles ?
Did I waste your time & Mine ?
Hope Someone got something from the articles.
Peace/Out/Space
News Letter...I share, cause I care
Tough Economic Times Call For Treating Your Older Car Right
The economic climate has many of us putting off the purchase of a new car and putting a few more miles on the old one. This month's newsletter provides some great advice on how to keep your older vehicle youthful in appearance and performance.The Key to a Trouble Free VehicleTaking better care of your current set of wheels usually makes much more financial sense than buying a new one. Find out how to get the most from your automotive investment
.Read More
Time in a BottleOnce your engine reaches 75,000 miles it's time to switch to a motor oil formulated for higher-mileage vehicles. These special oils can extend engine life. Read MoreAging GracefullyThe median age of passenger cars is at an all-time high. When you want your vehicle to age gracefully, follow these tips to help it run more safely and efficiently for many miles to come.Read MoreAlso This Month
Top 10 Classic Cars
Update the Look of Your Older Car
From Storage to the Street
Behold Your Timing Belt
Battery Replacement
Saving Gas in a Crunch
Member's, what did U think of there advise/articles ?
Did I waste your time & Mine ?
Hope Someone got something from the articles.
Peace/Out/Space
Last edited by Space; 01-07-2010 at 02:24 PM.
#3
01-07-2010, 02:17 PM
Top 10 Classic Cars
A lot of American muscle
Created by Debbie Murphy
"Classic" is a relative term. Technically speaking, the only real guideline is age: A car has to reach 25 to warrant the designation. For some enthusiasts, the term is reserved for Stutz Bearcats; for others, it's that rusty thing in the garage, on blocks with its insides strewn about in mid-autopsy.
Putting together a list of the top 10 classic cars is, therefore, a subjective process. My classics may not be yours. In an attempt to qualify our choices, we went to the marketplace where the value of a classic is unfortunately best determined—the car thief. Who else has their finger(prints) on the pulse of the most desirable target? Hagerty Insurance, the largest insurer of collectible cars, put together its own top 10 list of the most stolen classics.
Chevrolet Corvettes, 1966 to 1982
Chevy started production on the Corvette, labeled the poor man's supercar for its combination of raw power and affordability, in 1953. By 1966, the Corvette was at the end of its second generation, powered by a 396-cube big block that punished all comers with 425 horsepower. The third generation, patterned after Chevy's Mako Shark designed by Larry Shinoda, was inadvertently introduced as a Hot Wheels model. While the styling changed subtly over the next 16 years, the power declined to 200 hp with the move to unleaded gas, emission controls and catalytic converters. Only recently have we seen the return of those golden years of mega-horsepower, ensuring that today's Corvette's will eventually be classics as well.
Ford Mustang, 1964 to 1969
The first Mustang rolled off the assembly line in Dearborn, Michigan on March 9, 1964, and into the hearts of then teenaged baby boomers. The chassis, suspension and drivetrain were taken from the much less exciting Falcon, but the Mustang earned immediate attention, including Motor Trend's Car of the Year and a spot as the 1964 Indy 500 Pace Car. The '64 was powered by an inline 6-cylinder engine rated at 105 horsepower and included a long list of options so each owner had the sense of a custom car. Just one year after its introduction, Ford put bigger engines in its new pony, maxing out with a 225 horsepower 289ci powerplant. By the early '70s, the Mustang platform went from compact to midsize.
Chevrolet Impala, 1958 to 1967
The early Impalas were a celebration of tail fins. Following a one-of-a-kind introduction in 1956, the Impala took its official place at the top of the Chevy line two years later, offered as an upscale trim package to the Bel Air coupes and convertibles. That first year, engine options ranged from a 234 horsepower six cylinder to a 315 horsepower Super Turbo Thrust. "Impala" became its own line with more size and maxed out batwing rear fenders in 1959. By 1961, however, the tail fins were basically gone and the styling became more subtle as engineering concentrated on performance. By 1967, the Impala had regained some of its size and weight with a pronounced fastback roof design and a maximum 385 horsepower V-8.
Chevrolet Camaro, 1968 to 1969
Chevy's musclecar was introduced in 1967 in response to the popularity of Ford's Mustang. The most sought-after model years represent the first generation of the Camaro. The top of the line trim package, the Z28, included a 6.5-liter, 350 horsepower V-8 big block. The following year, the drivetrain stayed the same, but the design went sportier with a lower, wider, more aggressive stance and engine options that included a 7.0-liter, 425 horsepower V-8. The '69 model year went all the way to December of that year due to production problems with the onset of the second-generation Camaro. Recently, Chevrolet trotted out a concept car that hearkens back to the Camaro's early days in an effort to recapture some lost youth and excitement.
Chevrolet Nova, 1963 to 1972
The Nova SS, introduced in 1962 as the Chevy II, became the manufacturer's bid for the compact, budget, musclecar market. The Super Sport package introduced in '63 was purely aesthetics. The idea of real performance didn't come to fruition until 1964 with a V-8 option. With the low curb weight of the Nova, the bigger engine added considerably to its performance credibility. The Nova officially joined the musclecar ranks in 1966 with new styling and a 350 horsepower engine. Chevy gave this L79 engine to its new Camaro in '67. From that point on, the Nova, considered the ultimate sleeper, took a back seat to the Camaro. In '72, the SS package coughed up just 200 horsepower and, although the Nova continued through 1976, the '72 model was basically the end of the Nova as a high-performance ride.
Chevrolet Chevelle, 1966 to 1973
Do you see a trend here? Chevy dominated the musclecar era with the Chevelle representing the midsize (as compared to the budget Nova and more muscular Camaro) entry. By 1966, the 396 engine was standard in the Chevelle SS package with its distinctive simulated scoops that became its signature. In '67, politics robbed the Chevelle of 10 horsepower in its top-of-the-line L34 engine. Company policy dictated that only the Corvette would be allowed to generate more than one horsepower per 10 pounds of curb weight. The following year, the Chevelle was restyled with a longer hood and shorter deck. The Chevelle's performance topped out in 1970 with a new 454 engine, the LS5, and 360 horsepower, the highest factory rating ever. By 1971, musclecars were on the wane taking the Chevelle with it.
Chevrolet Monte Carlo, 1970 to 1978
This two-door coupe has been one of GM's biggest successes on the NASCAR stock car racing circuit. Built on Chevy's A platform, the design, executed by Elliot Estes, general manager, and Dave Holls, chief stylist, merged the Cadillac Eldorado and Chevelle. Initially, the standard engine was a 350ci small-block V-8 rated at 250 horsepower. Most styling revisions finished out the first generation of the Monte Carlo. In 1973, all GM intermediates, including the Monte Carlo, were redesigned. The Monte Carlo was now a pillared coupe rather than a hardtop, with rear opera windows, frameless door glass and dual headlights flanked by an egg-crate grille. Some of the innovations for '73 included standard radial-ply tires, Pliacell shocks and high-caster steering. For the next four years, the coupe went through modest styling changes, followed by radical downsizing in 1978 with the standard engine reduced to a V-6.
Cadillac DeVille, 1955 to 1965
The early classic years for the Cadillac included the tailfins and wraparound windshields made popular by GM styling chief Harley Earl and inspired by the twin rudders of the Lockheed P38 Lightning. The other distinctive design feature was the Cadillac's front bumper design, known as Dagmars (for the voluptuous actress of the same name), with artillery shell-shaped bumper guards. While other sedans lost the tailfins in the late 1950s, Cadillac held onto the style feature until 1964. Cadillac started out in the early 1900s and became quickly known for top-of-the-line luxury sedans.
Chevrolet Pickups, 1950-1971
Chevy went through a number of truck eras that span the years identified as classics. In 1947 the company went to truck owners to figure out what improvements were needed: This started the Advanced Design era that lasted through the mid '50s. The revisions focused on larger, more comfortable truck cabs. The Chevy half-ton trucks of the '50s were 6-cylinder, 90-horsepower vehicles and led the industry in sales. The V-8 didn't appear until the late '50s, during the Task Force era, and then only as an option. During the '60s, Chevy engineers worked on the suspension systems to smooth out the ride. The big change hit in 1967 when the pickups transitioned from utilitarian workhorses to high-style vehicles.
Mercedes Benz 450, 1975 to 1979
While other auto manufacturers were downsizing in the 1970s, Mercedes upped the ante with the 6.9-liter 450 SEL that included such lush options as a car phone, a true precursor of the future. The 450 was also available as an SE model with a shorter wheelbase. With the 6.9 engine generating 286 horsepower, the sedan was touted for its sports car performance. The '78 model introduced the anti-lock brake system to the automotive world. The SEL sold just over 7,000 units in its four-year run, with most of those in the U.S.
A lot of American muscle
Created by Debbie Murphy
"Classic" is a relative term. Technically speaking, the only real guideline is age: A car has to reach 25 to warrant the designation. For some enthusiasts, the term is reserved for Stutz Bearcats; for others, it's that rusty thing in the garage, on blocks with its insides strewn about in mid-autopsy.
Putting together a list of the top 10 classic cars is, therefore, a subjective process. My classics may not be yours. In an attempt to qualify our choices, we went to the marketplace where the value of a classic is unfortunately best determined—the car thief. Who else has their finger(prints) on the pulse of the most desirable target? Hagerty Insurance, the largest insurer of collectible cars, put together its own top 10 list of the most stolen classics.
Chevrolet Corvettes, 1966 to 1982
Chevy started production on the Corvette, labeled the poor man's supercar for its combination of raw power and affordability, in 1953. By 1966, the Corvette was at the end of its second generation, powered by a 396-cube big block that punished all comers with 425 horsepower. The third generation, patterned after Chevy's Mako Shark designed by Larry Shinoda, was inadvertently introduced as a Hot Wheels model. While the styling changed subtly over the next 16 years, the power declined to 200 hp with the move to unleaded gas, emission controls and catalytic converters. Only recently have we seen the return of those golden years of mega-horsepower, ensuring that today's Corvette's will eventually be classics as well.
Ford Mustang, 1964 to 1969
The first Mustang rolled off the assembly line in Dearborn, Michigan on March 9, 1964, and into the hearts of then teenaged baby boomers. The chassis, suspension and drivetrain were taken from the much less exciting Falcon, but the Mustang earned immediate attention, including Motor Trend's Car of the Year and a spot as the 1964 Indy 500 Pace Car. The '64 was powered by an inline 6-cylinder engine rated at 105 horsepower and included a long list of options so each owner had the sense of a custom car. Just one year after its introduction, Ford put bigger engines in its new pony, maxing out with a 225 horsepower 289ci powerplant. By the early '70s, the Mustang platform went from compact to midsize.
Chevrolet Impala, 1958 to 1967
The early Impalas were a celebration of tail fins. Following a one-of-a-kind introduction in 1956, the Impala took its official place at the top of the Chevy line two years later, offered as an upscale trim package to the Bel Air coupes and convertibles. That first year, engine options ranged from a 234 horsepower six cylinder to a 315 horsepower Super Turbo Thrust. "Impala" became its own line with more size and maxed out batwing rear fenders in 1959. By 1961, however, the tail fins were basically gone and the styling became more subtle as engineering concentrated on performance. By 1967, the Impala had regained some of its size and weight with a pronounced fastback roof design and a maximum 385 horsepower V-8.
Chevrolet Camaro, 1968 to 1969
Chevy's musclecar was introduced in 1967 in response to the popularity of Ford's Mustang. The most sought-after model years represent the first generation of the Camaro. The top of the line trim package, the Z28, included a 6.5-liter, 350 horsepower V-8 big block. The following year, the drivetrain stayed the same, but the design went sportier with a lower, wider, more aggressive stance and engine options that included a 7.0-liter, 425 horsepower V-8. The '69 model year went all the way to December of that year due to production problems with the onset of the second-generation Camaro. Recently, Chevrolet trotted out a concept car that hearkens back to the Camaro's early days in an effort to recapture some lost youth and excitement.
Chevrolet Nova, 1963 to 1972
The Nova SS, introduced in 1962 as the Chevy II, became the manufacturer's bid for the compact, budget, musclecar market. The Super Sport package introduced in '63 was purely aesthetics. The idea of real performance didn't come to fruition until 1964 with a V-8 option. With the low curb weight of the Nova, the bigger engine added considerably to its performance credibility. The Nova officially joined the musclecar ranks in 1966 with new styling and a 350 horsepower engine. Chevy gave this L79 engine to its new Camaro in '67. From that point on, the Nova, considered the ultimate sleeper, took a back seat to the Camaro. In '72, the SS package coughed up just 200 horsepower and, although the Nova continued through 1976, the '72 model was basically the end of the Nova as a high-performance ride.
Chevrolet Chevelle, 1966 to 1973
Do you see a trend here? Chevy dominated the musclecar era with the Chevelle representing the midsize (as compared to the budget Nova and more muscular Camaro) entry. By 1966, the 396 engine was standard in the Chevelle SS package with its distinctive simulated scoops that became its signature. In '67, politics robbed the Chevelle of 10 horsepower in its top-of-the-line L34 engine. Company policy dictated that only the Corvette would be allowed to generate more than one horsepower per 10 pounds of curb weight. The following year, the Chevelle was restyled with a longer hood and shorter deck. The Chevelle's performance topped out in 1970 with a new 454 engine, the LS5, and 360 horsepower, the highest factory rating ever. By 1971, musclecars were on the wane taking the Chevelle with it.
Chevrolet Monte Carlo, 1970 to 1978
This two-door coupe has been one of GM's biggest successes on the NASCAR stock car racing circuit. Built on Chevy's A platform, the design, executed by Elliot Estes, general manager, and Dave Holls, chief stylist, merged the Cadillac Eldorado and Chevelle. Initially, the standard engine was a 350ci small-block V-8 rated at 250 horsepower. Most styling revisions finished out the first generation of the Monte Carlo. In 1973, all GM intermediates, including the Monte Carlo, were redesigned. The Monte Carlo was now a pillared coupe rather than a hardtop, with rear opera windows, frameless door glass and dual headlights flanked by an egg-crate grille. Some of the innovations for '73 included standard radial-ply tires, Pliacell shocks and high-caster steering. For the next four years, the coupe went through modest styling changes, followed by radical downsizing in 1978 with the standard engine reduced to a V-6.
Cadillac DeVille, 1955 to 1965
The early classic years for the Cadillac included the tailfins and wraparound windshields made popular by GM styling chief Harley Earl and inspired by the twin rudders of the Lockheed P38 Lightning. The other distinctive design feature was the Cadillac's front bumper design, known as Dagmars (for the voluptuous actress of the same name), with artillery shell-shaped bumper guards. While other sedans lost the tailfins in the late 1950s, Cadillac held onto the style feature until 1964. Cadillac started out in the early 1900s and became quickly known for top-of-the-line luxury sedans.
Chevrolet Pickups, 1950-1971
Chevy went through a number of truck eras that span the years identified as classics. In 1947 the company went to truck owners to figure out what improvements were needed: This started the Advanced Design era that lasted through the mid '50s. The revisions focused on larger, more comfortable truck cabs. The Chevy half-ton trucks of the '50s were 6-cylinder, 90-horsepower vehicles and led the industry in sales. The V-8 didn't appear until the late '50s, during the Task Force era, and then only as an option. During the '60s, Chevy engineers worked on the suspension systems to smooth out the ride. The big change hit in 1967 when the pickups transitioned from utilitarian workhorses to high-style vehicles.
Mercedes Benz 450, 1975 to 1979
While other auto manufacturers were downsizing in the 1970s, Mercedes upped the ante with the 6.9-liter 450 SEL that included such lush options as a car phone, a true precursor of the future. The 450 was also available as an SE model with a shorter wheelbase. With the 6.9 engine generating 286 horsepower, the sedan was touted for its sports car performance. The '78 model introduced the anti-lock brake system to the automotive world. The SEL sold just over 7,000 units in its four-year run, with most of those in the U.S.
#5
01-07-2010, 03:09 PM
193k on my 85 cam puked i blame it on the oil now a days not ment for non roller cams...
206k on my saty and it's stull kicking strong
206k on my saty and it's stull kicking strong
#6
01-07-2010, 03:50 PM
I don't think the average mileage of cars today being higher than ever on the economy as much as cars today just hold up much longer and give you less reason to upgrade. The materials expand and contract less, so warm up and cool down times are less necessary, the materials hold up longer, so they don't break down and the tolerances remain tighter, longer. Technology has allowed the tolerances to be tighter than ever when the cars roll off of the assembly line as well.
Plus, oils today can hold up longer than oils in previous years could. Less peraphins (or however it is spelled) go into the oils, and the technology mentioned above requires less oil changes, so people who don't religiously change their oil aren't as hurt as they were in previous years.
All in all, the only reason to buy a new car every 4 years or so is to get new goodies from the factory (lots of cars in the last year or so come with built in GPS, satalite radio, more controls on the steering wheel, more power, etc.) rather than just trading in that worn out car for a new one.
Plus, oils today can hold up longer than oils in previous years could. Less peraphins (or however it is spelled) go into the oils, and the technology mentioned above requires less oil changes, so people who don't religiously change their oil aren't as hurt as they were in previous years.
All in all, the only reason to buy a new car every 4 years or so is to get new goodies from the factory (lots of cars in the last year or so come with built in GPS, satalite radio, more controls on the steering wheel, more power, etc.) rather than just trading in that worn out car for a new one.
#7
01-07-2010, 04:02 PM
my dad has a 91 ranger 4.0 v6 with over 300k on it no rebuild just new valve covers b/c the old ones rusted away lol, the life of your vehicle does depend on how u take care of it just as much as the quality of it
Space Jok'in : ) *J/K : )
lol 
#9
01-07-2010, 04:23 PM
I am a strong believer is taking excellent care of a car, doing all regular maintenance, etc.
I disagree with the article say that after 75,000 you should switch to High Milage motor oils...Blah, blah, blah. I think those high milage motor oils are a bunch of marketing crap, and don't do anything good for your engine. Just change your oil on a regular basis, and you are perfectly fine, if not better off than using high milage oils.
Some people think changing their oil every 3,000 miles means they take care of their car. WRONG! There is much more to it that people forget/ neglect.
First of all, you can go longer than 3,000 miles between changes, and still maintain a very healthy car. Conventional now days can go 5,000-6,000 miles no problem, and synthetics can go 7,500+ miles easily!
But besides just changing oil, you can't forget about regular fluid changes/ maintenance of your transmission, cooling system, power steering, fuel, etc...All of this in combination is what makes a car run, and without any given component operating correctly, your car may not last as long.
I disagree with the article say that after 75,000 you should switch to High Milage motor oils...Blah, blah, blah. I think those high milage motor oils are a bunch of marketing crap, and don't do anything good for your engine. Just change your oil on a regular basis, and you are perfectly fine, if not better off than using high milage oils.
Some people think changing their oil every 3,000 miles means they take care of their car. WRONG! There is much more to it that people forget/ neglect.
First of all, you can go longer than 3,000 miles between changes, and still maintain a very healthy car. Conventional now days can go 5,000-6,000 miles no problem, and synthetics can go 7,500+ miles easily!
But besides just changing oil, you can't forget about regular fluid changes/ maintenance of your transmission, cooling system, power steering, fuel, etc...All of this in combination is what makes a car run, and without any given component operating correctly, your car may not last as long.
#10
12-12-2010, 03:09 PM
whats the best recommended oil weight for a 70 MC with 200,000 + miles??? btw i live in los angeles weather wise
