I start this page which covers another “since early childhood” rounded passion of mine, pertaining to WHEELS: classic cars and motorcycles new or old, bicycles and mopeds… Through the compilation of these accounts I have gradually remembered a mouthful of neglected details from years past, hence the accounts presented below have autobiographical annotations. In case there are some omissions or deviations from actualities, well I apologize since my brain storage & retrieval system has accumulated certain mileage and is subject to wear and tear…
But talking about DNA-tional passion: when I was 4-6 years old, we used to visit every Saturday evening our grandmother Stavroula, our Dad’s mom in Plaka. She had a nice round serving platter while the carpets had sort of a rectangular corridor ornamentation, resembling a road lane. The platter became my steering wheel as I was whirling madly around the dining table, shifting gears, braking and beeping and making all sorts of exhaust sound imitations. My beloved aunt Kiki who was living with Grandma was admiring me to the point that she had promised to buy me a car when I would grow older. Unfortunately she passed away early on so I lost out on that great and never forgotten promise. So here are some accounts about my “Wheeled Story”:
Our father, after his return by the mid thirties from the USA, (an emigrant from Samos), was one of the few fortunate Greeks at that period to own a private automobile. I believe that his first car was a Ford Model A Tudor Sedan ca. 1930 bearing license plate number 30 914. After several Buick’s, Oldsmobile’s etc, later on in the early fifties, he bought a brand new Plymouth ’52 with a three speed column shift and bench front seat as was the custom of big American cars of the period.
In this Plymouth Cranbrook with a straight six engine producing 96 hp, I learned how to drive, believe it or not, at the age of seven or so. In fact my very first accident was (again believe it or not) with a Policeman and his Harley-Davidson motorcycle when I was eight… What a story! I drove the Plymouth first by sitting on my Dad’s lap, then as I grew older and taller and could reach the pedals, by sitting next to him by the door.
Another memorable and dramatic moment was at a time when Dad was away in Paris for business.
Mother Pitsa had recently obtained her drivers license for the sole purpose of being enabled to pick-us-up from the Anavryta boarding school in Kifissia (40 km away from seaside Voula), when brother Nikos or myself were punished and restricted to exit on Sunday mornings. But she required further driving practice. I convinced her to engage in doing so in the empty streets of Voula, me aged eleven. Bingo! She conceded but after our third outing, under peculiar circumstances the steering locked hard left at an intersection, she panicked and pressed the gas pedal to the floor instead of the brake…and we hit a wall, quite hard 😦 The poor Plymouth was wounded to the extent that she could not be moved. The family mechanic Mr. Aivazides was mobilized to rescue the car and try to repair it immediately before Dad returned from his trip. Poor mother, she took heavy flak for that one, blamed for being totally irrational to allow just a kid to play a driver-teacher role on his pride and joy automobile without HIS permission!
Soon I progressed into secretly ‘stealing’ the car during the hot summer siesta times in Voula, washing the car at least three or four times per week, sitting inside the car endlessly with my pals listening to the AM radio, fantasizing drives on winding hilly roads… Later on, during our early teen age years I was practicing “Hill-climb Races” in ‘Lagos’ hill just above Voula, crashing the car once more (almost totaling it and our lives – those of brother Nikos and our friends Evi & Yorgo). Our poor parents had a very difficult time indeed!
The next milestone was the Pininfarina drawn, Sir Alec Issigonis designed Austin 1800 (Sir Alec was the father of the famous Mini). We bought her new in 1966, in black with red leather seats. The front wheel drive, the Hydrolastic suspension and the 1.800 cc, 96 hp transverse engine (borrowed from the MGB), made this sedan “sporty” for its time. Compared to the heavy and bulky Plymouth of the early 50’s, the possession of the technologically advanced Austin 1800 was quite an upgrade. I immediately fell in love with her impressive handling and leathery smells. I managed to crash this car at age seventeen, while chasing in late night downtown Athens a classmate father’s BMW 2000, exactly at a time when our Dad was being hospitalized, suffering from his first heart attack. What a story (again!), rushing to have the car repaired and intact by the time he was released from hospital, our cool Mother conspiring with me and partially funding the cover-up! This car at the time had the most spacious passenger cabin of any car on the British market (with an awesome rear love seat, ideal for teenagers) and a length of 4,2 m. It was not long before it got the nickname Land-crab.
Recently a Buyers Guide about the Landcrabs was published. Here is the link
Few stories about past wheels: bicycles, motorbikes & cars I have owned.
My “two-wheeled” story is long, commencing from elementary school days when our Dad bought for brother Nikos and myself our first bicycles. These where “Made in West Germany” Bauers, heavy, without speeds and had primitive mechanical rod type brakes. After few years, on Christmas day of 1958, two brand new “Made in England” RALEIGH Sports D22 bicycles, appeared as a surprise Santa Clause present, parked leaning and gleaming in the morning sunshine on their side stands, in our Voula house front courtyard. A bronze green for Nikos and a sky blue color for me! These were very special bicycles featuring the three speed Sturmey-Archer gearbox with an integrated internal dynamo, the patented “Dynohub”, a chrome headlight with switch, a very beautiful red taillight, self adjusting cable brakes, a touring bag with tools etc. That special Christmas day is permanently engraved in my memory, as upon embarking in a thrilling first test ride, Dad and myself were carried away to the point of riding as far as Vouliagmeni (about 6-7 kilometers away from home). Poor Nikos was waiting anxiously for our return, Mom too, and when we did return after this unprecedented long venturing, my behind was red sore from the new saddle… A great and literally speaking ,”breaking-in” outing.
From the bicycles we progressed after some years and pursuant long and persistent parental arguments and cajoling from our part, into the unique VeloSolex domain! What a change. We were now motorized. The VeloSolex was a very French contraption, built by the famous Solex carburettor company. Its original idea was the placement of a small 50 cc twin stroke engine on top of the front wheel of an otherwise sturdy bicycle frame. At that time you could have any color as long as it was black. They came with the characteristic yellow headlamp of French motoring laws. I also remember that memorable day when we went with Dad to the local Solex dealer in downtown Athens to take delivery of the two black Solexes… and to ride them away for the 20 km trek to Voula! (Poor Dad got a lot of flak from our Mom for being so ignorantly permissive by allowing his two youngster sons to tackle Athens traffic on their first ever ridden mopeds!). Myself and Nikos aged about twelve and thirteen respectively. The experience was one of an incredible sense of FREEDOM. We were now masters of the roads and immediately became the two wheeled pioneers of our emerging young lives. Other friends in Voula followed our example, in turn pressing their parents to buy them a Solex, which eventually became sort of a local cult. On that first night of VeloSolex ownership, we wheeled them both inside our bedroom, oozing their distinctive smells, a blend of new paint, engine parts, plastic compounds, rubber, 2-stroke gasoline and exhaust fumes. What a sleepless night that was! 🙂
The next “wheeled” step-up was of seismic proportions for me. This time I had to move secretly, without parental permission or financial support, in order to acquire a proper motorbike which I desired so passionately. To achieve this desire – required an innovative and daring approach -which practically resulted in my first entrepreneurial venture. Such was needed as a financial supplement to my limited money savings. The next step was about orchestrating a borrowing facility from brother Nikos. There was a vision and a mission involved. To get a real motorbike. He could relate to that. At the time, ca. 1965, the first Suzuki dealer had a shop near the Arch of Hadrian in downtown Athens and was a friend of our uncle Sotos Vicopoulos, who was managing the family Evinrude Outboard Motors Corp. dealership on Amalias Avenue. Unannounced arrangements were made that I would get this beautiful motorbike at a demo price. The amount involved was 6.500 Drachmas. I had maybe 2.000 in savings. Quite a gap. Next day I did not go to school (skasiarchion) and took the bus to Voula. Broke into the garage and got on my Solex, holding sideways by the steering bar my old blue Raleigh bicycle. The plan was to go to Glyfada Square and try to sell them both. After some door knocking and young salesmanship, the local barber bought the bicycle and the Glyfada bike shop bought the VeloSolex. Having completed successfully these two relatively easy deals, I took the bus back to Athens with 3.500 Drachmas in my pocket! The dream was now becoming closer. But not quite, as I was about 1.000 Drachmas short! Still a considerable amount (at the time the souvlaki cost 3.50 GRD and a ticket to the winter movies 18 GRD). Nikos was my lender of last resort. But he was a tough nut to crack. He had amassed an enviable collection of polished 20 GRD silver coins, carefully guarded in a couple of Strepsil throat lozenges metal boxes. Not only I had to convince him to hand them over to me, but to reassure him that I would return the same amount of borrowed coins in exactly the same highly polished condition! A brotherly deal was struck late in the night after much deliberation. Next evening we went together to the Suzuki dealer and concluded the purchase of the new and good looking Suzuki Sport M12 powered by a 50 cc twin stroke engine motorbike! I was at the top of the world at age fifteen! 🙂
The Suzuki Sport was my faithful companion; it definitely embossed a venturous stamp on me during the formulating teen-age years, all the way up to the end of 1968. I had by that time finished high school and was moving on, leaving Greece for the USA, heading for College via a brief stopover in Paris to visit a summer conquered sweetheart, then London with crazy friends and a more generous one in New York City lasting from January up to September of 1969. Then onwards to Lake Forest College in Illinois. The story of me ending up as a NYC taxicab driver is another long and interesting one to be recounted at a later time in another section.
While in College at my second sophomore year (i.e. 1970), my first car was a Ford Econoline van, configured as a camper, with an oil thirsty straight six cylinder engine and a three speed shift on the steering column. Initially I bought this van in Chicago in a 50/50 partnership with a classmate friend, Dan Jaffe. Daniel did not even know how to drive, so I had to teach him. Nevertheless, he never became a good driver, causing me a lot of anxiety and soon after I managed to buy out his share. With the help of another good friend, Jeff McQueen, I registered this van in the state of Massachusetts as that state’s insurance policies were subsidized and cost half the price of regular insurance. The van offered few nice amenities to a college student: wall to wall carpet, a sleeping (and making-out) cot, ability for piling up countless classmates and venturing to the Chicago Greek Town to eat at Diana’s restaurant on Halsted Street, venturing for camping trips carrying a canoe on the rooftop and so on. Nevertheless, the van had an unfortunate end, as one windy night I had lent her to a roommate friend, Chris Kluge for an outing to windy city, a.k.a. Chicago; on that extraordinary night, a rotting tree came falling down and crashing on the van rooftop along with several also downed, sparking high voltage power lines. Luckily the bunch of passenger classmates escaped injury but the van was beyond repair 😦
After this mishap, I bought a 1965 Pontiac Bonneville sedan from an old lady in Evanston, Ill. This high powered car was in perfect condition other than ‘a sticky valve’ which was curable by adding couple of cans of STP oil additive. It was a big machine, gas guzzling (although gasoline prices were still quite cheap in the early 70’s). She was heavy and with the automatic transmission was difficult to hold steady on icy winter roads despite me fitting a pair of studded winter tires. I kept this epitome of an American car for several months, up to the point in time when I took a Spring Semester in Athens! That was in 1971. By selling the Pontiac at a good profit, plus adding some savings earned from a number of part-time jobs, I had a nice cash pot earmarked to buy a car in London; accompanied by my girlfriend Susan Deaner (now a M.D. in Phila.) and another friend, Steven Jamron, the plan was to drive all the way from London to Athens and then enroll in the lovely LFC Classics Semester in Athens, headed by our favorite Philosophy professor Forest Hansen.
Bad Karma strikes outside Paris, France.
Upon arriving in London, I quickly reconnected with few of my Greek friends studying there. The dream car to have for a European student in those days of the Hair Musical, The Beatles and the Rolling Stones, was a Mini Copper. I only had few days available for finding a car, buy it, service it and start the long journey to Athens with stopovers in Paris, Milan and on to Ancona to catch the ferry to Patras, reaching Athens in time to start the Spring Semester. Hence a frenetic screening of classified ad’s operation started involving countless of pay-booth telephone calls. But as youths tend to be carried away easily, I did notice an ad for a 1963 Jaguar Mark X (i.e. Mark Ten) offered at a very attractive price.
Fate had it that the car was located just few blocks away from my friends house, so I walked to have a look. She was owned by an American professor who was leaving England to return back home within a week or so and he was desperate to get rid of this big luxury saloon. More so, I had US$ in cash! I struck a terrific deal and got the car. Insuring her was another ordeal, as I was young, a non-British resident, the insurance class for a 4.2 liter 285 hp engine was extra high…and boy did I pay a premium. Nevertheless, the thrill was on. The car was in very good condition, featuring a Webasto full length sliding roof, automatic transmission, leather seats, wooden dashboard, picnic tables and so on. We were going to travel in style and in comfort. After finishing all our preparations, on a typical London overcast afternoon, we started the first leg of the journey from the city to Dover, aiming to catch the night ferry crossing the English Channel to Calais. From Calais the distance to Paris is about 300 km. My hubris idea was to drive through the night and end up in Paris near the Eiffel Tower, then at sun’s break to open the sliding roof and Voila! offer a memorable spectacle of Parisian skyline to my American friends…
The 125 km trip “sans GPS” those days, from downtown London to Dover was like a treasure hunt game, my co-pilots Susan and Steve trying to make sense of the complicated roads from maps, while I was concentrating driving on the wrong side of the roads behind an unfamiliar right hand steering position. But once on the M20 Motorway, the Jag performed so well, smooth, silent, fast, comfortable. Our spirits were very high indeed, and I was pondering about the impression this great car would make to my friends and family once in Greece! Immediately after debarkation we started from Calais heading toward Paris at night. I was driving of course, we were doing a good clip on the French roads, eventually my friends falling asleep. I was alone, in tune with the car and loving it. But I was tired from all the previous days running, over exited and a smoker those days. I lit up a Rothman’s cigarette. After few minutes I was going to extinguish it. Looked for the ashtray. Apparently few extra splits of seconds detracted my attention. Upon the next visual through the windscreen, recognized that I was on a downhill slope on D901, the Route d’ Abberville to Paris, on Avenue du General Leclerc, doing 50 mph and well into the treacherous sharp right hairpin turn entering the town of Poix de Piccardie. Poix is a small town 28 kilometers south-west of Amiens.
The heavy saloon could not be outmaneuvered nor could be stopped just in time. The impact on the far apex of the turn was hard, against a metal barrier AND a high embankment. The combination was fatal for the front left underside of the car, chassis and steering linkages. Thank God, none of us was hurt. We could barely move the car out of the turn (the steering was blocked) and tried to catch some sleep in the car until dawn. At about 06:30 we heard screeching tires and another heavy crashing-banging noise. A small Renault 4L had hit the same barrier. The driver was hurt. We did not dare go near as we were so shocked. Some locals did (apparently they knew well about these things). Not even after fifteen minutes later, we heard the familiar alternating klaxon siren of a French ambulance car approaching. But as it did, before moving away from the turn, another car collided head on! The impact was strong, both drivers were hurt. It was a a scary scene out of the Jean-Luc Godard film “Le weekend“, with images of a chaotically picaresque car journey through the French countryside populated by increasingly bizarre characters and punctuated by violent car accidents.
The aftermath of the accident was quite tough on me. The car was too heavy to be towed by the flimsy French dépannage trucks. I had to call Jaguar Cars in Paris. My French were weak to say the least. Luck came my way after several calls were made from the Poix Railway station; I located the Chef du Service who was of Greek descent! He arranged to send me a red Dodge tow truck and after many hours and decoupling of the drive shaft, I rode on this truck to the Jaguar Cars Service Center in Paris by late evening. The Chef kept saying “nous avons toutes les pièces” (do not worry, we have all the parts needed to fix the car!). How comforting his words were to my wounded heart and dispirited soul. But, the next tricky task was to break the news to my parents in Athens. Little did they know of my doings in London, about buying a car, traveling through half of Europe before continuing my expensive College semester in Athens. Needless to say, the estimated repair bill from Jaguar France was quite high. Dad was raving mad. He took the news very wrongly. He was very pissed off at me. No chance whatsoever to send me money for repairs. He did not even wanted to send me money for the return air ticket to Athens. I had to borrow this amount from my friends. A disaster of big proportions was gradually sinking in. From a plush Jag owner, suddenly I was broke and without wheels! Pressed hard into the corner, I relied on the FILOTIMO [good-will & honesty] of the French-Greek service chief. Understandings were made that he would try to sell the car on my behalf and send me later on the proceeds in Athens. In other words, I had lost the Jag completely. After several months of pressing, telephoning and letter writing, he did eventually send me about 100 Dollars… I hard lesson was learned though.
Next, the VW Beetle saga.
My Volkswagen saga commenced after my return to Lake Forest in the Fall of 1972. Having suffered from the loss of the Jag and the financial disaster that ensued, my options for getting my hands onto a nice car were rather limited. But the land of opportunity was wide open for me, I was living in it. The College bulletin board came to the rescue.
An old beat up, rotting VW Beetle was up for sale by a senior student. I took possession of her after paying only 50 dollars! She was a mid 50’s model with the smaller oval rear window. Soon after, I heard that another student, from France named Patrick, had a better looking 1964 turquoise green Beetle but his engine had blown. He was desperate and could not afford a costly repair. I offered Patrick another 50 dollar bill and changed titles at the local Motor Vehicles office next day. Now I had a non-working good bodied car and a working 1.200 cc engine inside a rotting body. Within few hours, I yanked the engine from the older car and transplanted it into the newer, solid bodied green car. 🙂
Now I was presentable. Gradually I started getting deeper into the Beetles and the book “How to Hotrod Volswagen Engines” became sort of a bible; VW’s were still in abundance in the US of the seventies, with many after market improvements and Hot Rod parts readily available. At the time we were sharing a house off-campus with a bunch of College mates. A two car Garage was available and this we had converted to an amateur workshop doing odd repair jobs for student’s motorcycles and cars. I had pooled my tools with those of housemate and Harley chopper rider John Newman, (now President of Laser Technology Inc.).
The other house-mate was Stephen Robeck from Connecticut who owned a BMW 2002ti (founder of EMAK Worldwide) and was also the Technical Editor/Photographer of a DELL Special publication, the Peter Tobey legendary “Two Wheel Travel, Motorcycle, Camping & Touring“ of 1972. Motorheads all of us. It so happened that Stephen had a good friend in Deerfield near Worcester Mass. named Reeves Callaway who at the time was an upcoming Formula Vee race driver and was operating an advanced racing, sports cars service and development center under the name of “Callaway-Gray“. At that time he was also learning to fly small helicopters.
Later in life, Reeves became an automotive legend working with Corvettes and other powerful cars, while his wife Sue Zesiger-Callaway is a distinguished columnist – reporter of the automotive industry and contributing editor of Fortune magazine and CNN.
Steve asked Reeves what could be done to improve the performance of a good bodied Beetle but powered by a very weak and old 36 hp engine. His answer was awesome! He had a half burned Porsche 356B in his yard, with an intact 1.600 cc twin carbed engine producing 95 hp, and yes I could buy it at a bargain price. WOW! What a sleepless nights fueling story! Soon the Christmas holidays were coming and arrangements were made that I would drive the old Bug to Worcester and Reeves would assist me in rebuilding the Porsche engine. I drove solo the 1964 turquoise green Beetle with its dying engine through sleet and snow and barely made the 900 or so miles to destination, adding STP to the crankcase in an effort to prolong the inevitable.
What a workshop! In the front display window there was a small single seat Scorpion helicopter. (Reeves was self-learning how to hover by tying the craft to the ground so as to avoid flying away and crashing). Inside the workshop, an assortment of BMW’s, Porsche’s, Lotus, Corvettes and Formula Vee’s and beach-buggies! Tools galore on the walls and trolley cabinets, all surgically clean. I was in dreamland. That was the glorious day when I first met Reeves. After our long chatting and the planning out of the engine rebuilt was concluded, by dusk came the issue of my lodging. I asked if there was a nearby hotel or drive-inn. But Reeves, in his great American openness and hospitality, said that I could stay with him for the duration of my visit in his adjacent to the parking lot wooden barn. With fireplace and heated water bed included!
On the next early cold morning we started by extracting the Flat-4 engine from the half burned 356. Once the unit was in the workshop, we steam cleaned it. Lesson #1 about impeccable cleanliness.
From then on Reeves went about his daily chores while I started dismantling the engine and carefully putting cleaned parts and bolts into marked cardboard boxes. A new term was instilled to me, “blueprinting” (the re-machining of components to tighter tolerances to achieve better balance) and engine balancing, a practice to be followed later on during the rebuilt process. In that same evening we cataloged the parts required. In these pre-Internet days, the phone was used for placing orders to a tight network of suppliers spanning from the East Coast to California. Thus, new Mahle cylinders with matching pistons, con rods and crown pins, bearings, valves, springs and valve guides, oil pump gears, performance clutch disc, full gasket kit and more importantly, an extractor “octopus” exhaust assembly which would provide not only breathing but also a distinctive roar to the engine. Such would keep me company for many years to come. 🙂 The crankshaft and camshaft were sent to Bridgeport, Conn. for special machining and re-balancing.
A set of VDO instruments were also ordered to monitor the vital oil pressure and temperature of the air cooled engine, plus an ammeter which the spartan VW dashboard was lacking. A final touch was a sporty smaller diameter black leather steering wheel. As the dispatching of the various parts would take couple of days to reach Deerfield, I volunteered to do any odd chores around the shop. When the ordered parts did arrive, we started work on the cylinder heads. Extracting the old valve guides and inserting the new ones. Milling the surfaces and cleaning everything. He taught me how to use the valve spring compressing tool. Now I had to do it on the remaining 7 valves. Trouble strikes. Something went wrong and one of the two small valve cup spring pin fixers slipped and flew away in the distance. I mounted a careful search to retrieve the missing part. After half an hour of floor scanning, sweeping and repeats without result, panic sets in.
I run into Reeves’ office agitated, asking if there was another such small item in his parts bin. “NOPE”. He comes near my workbench area and looks around. Nearby there is a blue full size oil drum used as a garbage can. He asks me if I had looked inside. Of course, No. With one sweeping move he grabs the drum and turns it upside down, emptying 4-5 days worth of workshop refuge on the spotless floor. “Now you do that!” he commands and walks away. After three minutes I had retrieved the minute irreplaceable part from the garbage pile! 🙂 That was Reeves, who always answered the phone by his notorious greeting “I’m ready!”.
Fitting the rebuilt, balanced to high standards unit along with all his other magic producing a flawless 95+ hp into the Beetle’s engine bay and mating it to the existing gearbox was the final step, but not without its challenges. The heater boxes were protruding and as they were rusty, Reeves hammered them away. That meant that the cabin would be left without heating with winter temperatures in the below zero areas. 😦 But I had to move on regardless. After a quick test drive, no leaks detected, re-balancing the twin Zenith 32 NDIX carbs, I was ready to hug Reeves good-by and bid him with a huge Thank-You for his hospitality and assistance in the transplanting job. Now my old VW Beetle was powered by a purring strong Porsche engine! I left for New York City to meet my childhood friend Yiorgo Galazidis and to spend Christmas together with his sister Evi and husband Taki who were visiting from Greece. Then onwards for the non-stop 1.000 mile run from NYC to Chicago-Lake Forest (without heat, wrapped in blankets but happily impressed by the markedly improved performance of the re-incarnated Beetle!).
Another little story that I just remembered involved the fitting of air horns. The drab “Beep” of the standard issue single German horn was unacceptable, especially now that “Marlen” was behaving as a Hot-Rod or better still as a Volksrod! The Italian flamboyant multi tune Fiamm air horns were quite popular in Greece, but such could not be sourced in the US. I had asked my friend Takis to bring a three trumpet 6v unit with him in NY. While spending Christmastime together, we absolutely had to install them. But where? Into the rescue comes older brother Vasili who at that time was doing his Masters in Electrical Engineering at Stevens Institute of Technology in Hoboken N.J. There was a lab there with parts, cables, soldering guns, drills etc. A date was set and after some hours of work on the cold campus parking lot, the singing FIAMM air horns were blowing their merry tunes on the US Highways, pushing traffic aside giving way for this little crazy Bug to fly by!
“Marlen’s” third life as a beach buggy will be continued…
As it so happened with the mishap of the Jaguar on French roads during ’71, the all important vow for doing a London to Athens run in this lifetime was still pending. It had to be fulfilled and the time was set for June of ’72. This time the choice of wheels was two instead of four! Together with my friend Yiorgo Galazidis we planned to fly from the US to London, buy two used British motorcycles, service them and ride on to Athens via Paris, Lyon, Grenoble, Torino, Modena, a seaside rest in Rimini, then boarding the ferry from Ancona to Patras and finally reaching Athens, a distance of about 2.400 km. The task required some organization. Hence I collected my tools including the vital compression tester, all placed in a heavy M.D. style leather bag. I was going to play ‘Doctor’, or a mechanic evaluator role. In London were hosted by friends and the Safari for a pair of twin cylinder bikes was immediately on.
Selection was not difficult as we were in the Mecca of British motorcycledom. We screened quite few machines. Our performing show was the following: Yiorgo would be the buyer and myself his consulting mechanic. After some preludes, the critical question would be posed on the eager seller: “Would you mind if my mechanic performed a compression test?”. The answer was always affirmative. I would then proceed to ceremoniously remove the spark plugs, smell them as a wine connoisseur does on the cork of an expensive wine bottle, place them both on a clean red mechanics towel and then onwards screwing on my expensive Sears compression tester. The ritual continued after few kicks on the starter and some careful note takings of compression readings with pad and pencil. “Lets go, the motor is no good!” I would announce with disappointment and a frown. Yiorgo would stutter something half Greek half English adding to the ambiguity of the situation. It worked! Prices were immediately dropped considerably! Soon we had two Triumph Bonneville’s 650 cc under new ownership.
The original Triumph Bonneville (T-120) was a 650 cc parallel twin cylinder motorcycle made by the Triumph Engineering Co. Ltd. (later Norton-Villers-Triumph) between 1959 to 1983. At the beginning it was made as a separate unit construction (separate gear box) but after ’63 as a unit-construction model. The name originated from the Bonneville Salt Flats in Utah, were Triumph and other motorcycles and cars all made attempts to break land speed records. A very popular, high performing and durable British motorcycle. Mine was a classic 1963 blue model with the small nickel plated parcel grid bolted on the fuel tank plus a regular luggage rack in the back and a set of side protective cylinder bars. Yiorgo opted for a modified, sportier example with tweaked noisy exhaust pipes and racy low type handlebars. I advised him that these were not suitable for our long touring expedition, but he had fallen very much in love with this extraordinary example of a Bonneville. He collected the price of this decision though, in ample dividends of back pains.
Then we commenced the servicing procedure, right there on the sidewalk of fashionable Knightsbridge. Oil leaks and spills were aplenty while the old ladies of the neighborhood were complaining fiercely. After couple of days, we were ready. Also had obtained a good supply of spare parts as brake and throttle cables, tire repair kits and so on. Next was to buy helmets. On Elephant & Castle was a big bike shop at that time. Money was already becoming tight. A tent and sleeping bags as well as anoraks were left to be bought in Paris, as Yiorgo had a girl friend there who was working in a sporting goods store; it was anticipated that she would make a generous deal for us. Onward to Dover and Calais planning to reach Paris by late evening. The bikes were behaving well. Yiorgo had a load issue as his luggage rack was smaller and flimsier. Part of his baggage load had to be lashed in the seat section adding to his uncomfortable, bending riding position. 😦
We will never forget the wet leg from Calais to Paris. Soon after disembarkation it started to rain heavily. Pouring torrential. The helmet perspex shields were fogging from the inside and tarnished with road muck and raindrops on the outside. At the same time we had to navigate by glimpsing on folded map sections through plastic protective enclosures placed on the fuel tanks. But maneuvering with such difficulties was nothing compared to the fact that none of us had proper motorcycle attire. I had my US Navy boots on and so did my pal; these soon were penetrated by the heavy water splash and the leather started foaming! Yiorgo was pointing humorously at my foaming boots and I was reciprocating fingering on his! For body protection I had a plastic cheap trench coat with snap buttons which the wind was undoing constantly. Soon enough we were soaked to the bone. Never in my life have I felt so cold and miserable. But we pressed on regardless. We had to reach Paris. Navigating around the ring road (Périphérique) was disastrous, trying to locate the correct exit in order to find the little French lady’s apartment. I had it. I said to Yiorgo, “This is it. We take the first exit and we find the first hotel!”. But that was not the end. Parisian hoteliers maybe of the suspicious types. Upon us entering their Réception, in a wild state, dripping all over their carpeted floors, they would say “Occupés, nous sommes désolés, nous sommes pleins, pas de chambres disponibles“ and show us the door. They were désolés, but we were wet & cold & très-très désolés! 😦 After the third such attempt, I decided to show the money in advance. The trick worked and we got us into a warm room with bath and hot water. That was one of the nicest tub baths I have taken.
Next day we connected with the Parisian beauty, got us an Andrè Jamet brand two person tent, sleeping bags and some anoraks (still not proper riding protective gear, but for sure an improvement). After Paris we continued south-east towards Dijon and next day to Grenoble. We were eating baguettes stuffed with cheese and spicy hams or sausages and had set a goal to have at least “one square meal per day”. Camping out at night was another issue altogether. One night , I think in a Torino area hilly park, we were caught (again) in a strong rain. The tent leaked and its enveloped type floor was flooded. Luckily next morning it was sunny and we dried out our clothes and gear. A scary riding moment occurred in that same area, while descending a mountain. Yiorgo was in front (as usual because often items were being dropped from his saddle), when at a sharp left turn…well, he kept going straight! Luckily there was a limited dirt section after the tarmac ending and he managed to stop the heavy bike sideways just short off a steep cliff below. It was a very close call indeed as I was witnessing it in slow motion.
Upon reaching the Adriatic coast, our first priority was to secure from Ancona our ferry boat tickets to Patras. The ferry would depart the next day so we had one full day of rest. Hence, we rode north to the historic town of Rimini, south of Ravenna. We located a nice beach and camped right in the middle. Behind us was a canteen and in front of us the beach. Very strategic as both were exhausted and could barely move our tortured bodies. Arriving in Patras, unbeknown to us, there was a welcoming committee! Yiorgos sister Evi was there with her mother Sasha to greet us 🙂
After the end of the summer in Greece, come September, we both returned to our academics in the US. Yiorgos’ father, Menios, would arrange for both motorcycles to be shipped by sea to the US. Eventually one November day my beloved Bonneville arrived crated in Lake Forest, Illinois. Immediately I rolled her into the basement of our house and commenced a ground-up restoration. By early spring the bike was ready and sparkling with new paint, polished nickel-ware and a ‘classical music’ exhaust tune. The College bulleting board proved once again quite helpful and the old Triumph was sold at a good profit without much effort. The proceeds were added to my cash pot which included some savings from winter odd jobs as snow plowing, motorcycle and car repairs etc. Being in my Senior year, now I was ready to pass the final exams of early June and to proceed immediately after to fill-in the final chapter of my “Wheeled US experience”.
When I befriended another motorhead from Lake Forest College, Avrum Belzer, the idea was tossed about converting “Marlen” into a light weight high performing with the Porsche engine beach buggy. I also knew that Reeves Callawayhad in the past been the Sales Manager of Autodynamics Inc. of Marblehead, Mass. and a friend of owner Ray Caldwell. After few phone calls I chose a Deserter GT. This was a rear-engined shortened VW Beetle chassis in a dune buggy style body developed originally by Alex Dearborn and was later marketed and sold by Autodynamics Inc. Autodynamics was a race car fabricator very active in Formula V’s and B’s that had done the design work and fabrication of the Deserter for Alex.
In early June of 1973, Avrum and I borrowed my girlfriend’s car, a weak engined Toyota Corolla E20 1.2 Lit. and drove non-stop to Boston. There we hired a U-Haul trailer and loaded the green Deserter GT car kit body and its parts. Pressed with time, we started the long trip back to Chicago next day. But now with the hitched trailer load, the poor Corolla could not do more than 55 mph flat out on the straights and much less on uphill gradients. Avrum applied the car racing practice of ‘slipstreaming‘ (a.k.a. drafting) behind big semi-trailer trucks, and with first opportunity a risky overtake was made! I recently asked Avrum to reminisce: “What a hoot! How well I remember the drafting….the feeling of being sucked along was amazing. One minor element is that we actually used the draft to go faster, not to pass. As I recall that damn Toy towing the trailer wouldn’t go more than about 45-50 under its own power but when we could follow a truck we could go as fast as they were ~65-70. It was terrifying because we couldn’t see what was in front of the truck when we did that since we had to be so close to the back of the truck to catch the draft. Thank randomness that none of them did any sudden stops! Saved us hours of driving time”. It seemed like ages before we arrived exhausted but excited back home at Lake Forest. Avrum had his own garage floor space near Lake Forest, so we set-up the dune buggy assembling operation there. The only guidance we had was the relevant GT Assembly Manual as it was provided by Autodynamics. The most critical issue involved the chopping of the Beetle floorpan. We unbolted “Marlen’s” old body, disconnected all wirings and plenty of other parts until we had the rolling chassis. Then out had to go the engine and trans-axle, front axle etc. Since neither of us were experienced welders, after measuring and marking the to be cut areas carefully, an expert welder was commissioned to do the honorable carvings and to ensure re-welding securely and safely the new shortened by 10 and 3/4 inches chassis. I will not go into the details of the assembly of the car kit, but believe me it was a lot of work done entirely by the two of us; additionally we were pressed by a time constraint as I had already booked my return to Europe ticket via the famous Sea Liner SS Michelangelo.
After many efforts and beer cans, the dune buggy was ready for her initial road test. The excitement crescendoed as each of us took turns behind the wheel, accelerating, breaking and slide drifting the monster. From those early phobic experiences, but also because of her appearance and high performance, the new car was named “Phobos” (the Greek word for “fear”, is the root word of phobia). Exhilaration was within few days reversed into a mood of depression as I was loading most of my belongings into the car, to the point that the fat rear wheels were in quite positive camber angles from the weight; I had to say good-by to Lake Forest College, my pal Avrum and to the many chapters of my college years written on the American soil. As a comforting note, was the promise that Avrum would come and visit me in Greece later on that summer, just before my enrolling into the Hellenic Navy. I started the long trip to NYC alone, in a practically untested kit car, heavily overloaded and with mixed feelings about what I was leaving behind and what lay ahead for me.
After literally performing a solo trek of about 1,000 miles from Chicago to New York City, racing up to the last minute to catch the boat, then successfully loading the car onto the “Michelangelo“, a great ocean liner destined for Naples, I could finally relax and rest, enjoying my first crossing by sea of the Atlantic Ocean. The plan was that upon disembarkation I would transverse the Italian boot for Bari and from there take another ferry to Patras and eventually arrive at my final destination of Athens. “Phobos” would find a new territory based in the sea-side suburb of Voula where we lived. I was using the car as my daily transport means for several years, while many excursions throughout the country were made. At that time, sighting of this car was a sure ‘head turner’ and on close-up people could not believe that the body was made of plastic; thus similar to ‘tire kicking’ as an absurd method to somehow test a car, in this case people were knocking on the body so as to test and determine what it was made of! Naturally countless of questions had to be answered, a practice that after a while became a bit boring. The acceleration performance was clocked at 6.6 sec from 0-60 mph (or 0-100 kph). A very fast car indeed, envied by many friends and a sure ‘girl catcher’. I was very proud in all respects! 🙂
In fact the Steve McQueen famous Dune Buggy which starred in the “Thomas Crown Affair” was built by Autodynamics! Have fun with this short video:
As an epilogue, Avrum did come to Greece in late August of 1973. We were both so excited about commercializing the idea of beach buggies in sunny, dry Greece that as young aspiring entrepreneurs we did compile rudimentary business plan. We did visit the Greek Ministry of Development at the time with the idea to start an assembly plant for these babies. Nevertheless, we stumbled upon an insurmountable obstacle in the sense that the Greek Junta had signed an exclusive agreement with a consortium of French Peugeot-Renault for investing in a car factory… which never materialized. Hence our dreams were shelved prematurely. Avrum did drive me wildly on a September early morning to the drafting office at Piraeus, thus commencing my military obligation in the Hellenic Navy. Avrum adds: “I also remember that your face was almost gray the day I dropped you at the Navy. Hard to believe we didn’t see each other for more than 20 years after that. Sure wish we could do it more often!”.
A nice memorabilia which was entirely forgotten, has just surfaced from digging through piles of old photographs. A post card ca. March ’75 that Reeves Callaway had sent me! Apparently he found somewhere a post card picturing the Hydra island harbor which inspired him to drop me a line. He had just moved from Marblehead, Mass. to Old Lyme, Conn., was looking for a job and he also had obtained a dune buggy which was similarly using every day even during the cold winter months! Click on CallawayCars.com to tie-in the story and read about the “Garage start-up” of the Callaway Cars success. 🙂
I kept “Phobos” in Greece for many years, up until the early 1980’s having enjoyed countless of memorable moments. I regret having sold this unique piece of machinery 😦 which I built with my own hands. 🙂
This Colorado Red Austin-Healey Mk II, the 2+2 seat BT-7 model, of 1961 vintage came my way accidentally. “A friend of a friend is selling his sports car” kind of story. When I went to have a look (ca. 1982), could not resist her fiery red passionate charm and closed the deal on the spot.
The car was well known in Athens from her very first owner. I was the third. She was in good original condition but neglected. No rust whatsoever as she was since new domiciled in the dry, hot climate of sunny Greece. I remember push starting her in a downslope street in Kifissia after leaving her garaged home of many years in the hands of Nikos Sinouris. My friend Athanase offered timeless and precious shelter in his garage in Philopappou. Soon after issuing new license plates, I ordered some spare parts from A-H Spares together with a Haynes Worksop Manual and started to gradually improve the appearance and operation of this beautiful car. She was named “Agnes” (which is a female given name, which derives from the Greek word hagnē, meaning “pure” or “holy”).
“Agnes” was tenderly used only for special occasions, Sunday outings, some classic car rallies entries and other such events of PHILPA.
When business affairs brought me often to England in the mid 80’s, I started to toy with the idea of submitting the car for a professional ground-up restoration. One of the better restorers for this marque (and I believe still remains) is Jonathan Everard, the proprietor of J.M.E. Healeys who served his apprenticeship with the Donald Healey Motor Co. in the early 60’s. I was fortunate to meet Jon during those days, as I went to visit his shop and had lunch together at his house in Warwick. Of course even then his quotation for a ground-up restoration job plus if one considered the transport costs involved to ship the car from Athens to Warwick and back, were prohibitive for my limited financial resources, so that project was perpetually postponed. Nevertheless, she was mechanically sound, the straight six starting effortlessly and consuming very little oil, the overdrive engaging smoothly, while the body if not perfect had an original patina which drew many admiring looks whenever she ventured in the streets, day or night. “Agnes” is another beauty which I have regretted selling, a mistake of great magnitude at that time… 😦
Needless to say, the passion about “wheels”, be it cars, bicycles, mopeds, Velosolex, scooters and motorcycles, has been kept alive and well all along the years from childhood to adolescence to manhood. Whatever machinery I get my hands on I try to keep. So here is as far as I got on this track of current ownership within my “wheeled experience”.
- Ford Model A Roadster Deluxe (B-40), 3.2 Lit., 40 Hp, 1931, Ch.# 4558478, FIVA Card #049838/10-06-2013
- Simca 8 Sport Coupé Two Door Coupé, 1.22 Lit., 42 Hp, 1950, Ch.# 888567, FIVA Card # 061374/20-10-2015
- Citroën Traction Avant 11 BL (Leger), 1.9 Lit, 1956 Ch. # 671846, FIVA Card #025268/22-06-1988 (co-owned w. Athanase)
- Lancia Aurelia GT B20S, Series Vi, 2.5 Lit V-6, 1957 Ch. # B20S-1548 (co-owned by Athanase & Alex V.) [Swapped my 50% share with the Simca 8 in Oct. 2015]
- Volkswagen Type 113 Beetle (Käfer) De Luxe Sedan, 1.2 Lit, 36 Hp, 1962, Ch. #4725111, FIVA Card #047045/23-11-2011
- Mercedes-Benz 250SE Coupé (W111), 2.5 Lit, 150 Hp, 1967, VIN # 111.021.12.088627, FIVA card #040329/08-09-2010. (Parted in May 2015)
- International Harvester Double Cab L200, 4×4 pick-up, 3.9 Lit, 145 Hp, 1967, VIN # 783209H744870, FIVA card #037339/16-12-2009
- MG MGB Mk. II Roadster, 1,798 cc (1.8 l) B-Series I4, 95 Hp, 1968/9 Chassis No: GHN4L163339G Engine No: MG 18GGWEH897, Commission No: G.23N.014633F. FIVA No: 052721, Issued 25/9/2014, Category A/3.
- Mercedes-Benz 560SL (R107), 5.6 Lit, 227 Hp, 1987, VIN # WDBBA48DHA059696, FIVA Youngtimers Card # 00003/16-2-2011 (Parted in June 2014)
- Daimler Double Six, Series 3 (HE), 5.3 Lit, 300 Hp, 1991 (Parted in April 2013)
- Dodge Dakota LE Space Cab, 4×4 pick-up, 3.9 Lit, 180 Hp 1992, VIN # 1B7GG23X-3NS673665
- Peugeot 106 XSi, 1992, VIN # VF31CKFZ250195445 (Parted in July 2009)
- Audi A6 Avant, Turbo Quattro, 1.8 Lit, 180 Hp, 2000, VIN # WAUZZZ4BZ1NO39079 (Parted in Oct. 2016)
- Peugeot 207 Coupe-Cabrio, Turbo, 1.6 Lit., 150 Hp, 2007, VIN # VF3WB5FXC33860501
- Mercedes-Benz GLK 300 (X204), G7 4Matic, 3.0 Lit, 231 Hp, 2009, VIN # WDC2049811F377895
While for the 2-wheelers includes:
- BSA Thunderbolt, 650cc, two cylinders, four-stroke, 1972
- Vespa PX200E, 200cc, single cylinder, two stroke, 1985, VIN # VSXIT427274
- Gilera Runner FX125, 125cc, single cylinder, two stroke, 1998, VIN # ZAPMO700000004387
- BMW F-650 (Funduro), 650cc, single cylinder, four stroke, 1999 (See also about the History of BMW motorcycles)
A picture Gallery follows:
Jaguar Mk VII, 1953.
Citroën Traction Avant, 1956
Enjoy a booklet produced in 1984 to commemorate the fiftieth anniversary of the launch of the Traction Avant, titled “Long Live The Traction“. Read also the complete history of André Citroën’s legendary front wheel drive car: http://www.citroenet.org.uk/passenger-cars/ac/traction/traction-avant.html
We acquired this lovely Gran Turismo car as a project in March of 2014 together with my childhood friend and fellow petrolhead Athanase. For the complete presentation of the car click HERE! Thereupon we have embarked on a ‘spare no expense’ restoration project, details of which anyone can read by clicking HERE!
The plan was to have the project completed by the end of the year 2014. It was actually finished in March of 2016 👏 🏁
Afterwards I swapped my half share with the Simca 8. Athanase & Alex would like to keep this car and enjoy her in all her glory by entering few classic car Rallies or other events, before another custodian takes care of her.
Volkswagen Type 113 Beetle (Käfer), De Luxe Sedan 1962
I acquired this original 1962 Volskwagen Beetle (aka Käfer) De Luxe Sedan in November of 2011 with the notion to re-live the memories and experiences of owning a similar model during my College years back in the early 1970’s. Upon taking delivery of the car and lifting her for inspecting the undercarriage, I was pleasantly surprised to discover that there was practically no rust.
Of course the car needs to be resprayed to its original L469 Anthracite color plus replacing its worn out rubber parts, upholstery and so on. The idea though is to keep this “matching numbers” example into as much an original condition as possible, maintaining its 6V electrical system and so on.
Already (Dec. 2011) all the mechanical repairs have been taken care of so that the car can be used safely in the roads, has been licensed and insured. Beginning from Jan. 2012, the body work and cosmetic details will be taken care of so that by early spring the car will be ready to be enjoyed as a daily runner. An extensive photo album of the car can be be enjoyed by clicking HERE!
Mercedes-Benz 250SE Coupé (W111), 1967
I acquired this lovely car with interesting Royal history (belonged to HRH Prince Michael of Greece & Denmark) in February 2010. A full description of the car, its history and Repair Log can be found in my Blog Posts.
The car is in very original and good overall condition but undergoes the required service and improvements as changing all rubbers and weather seals, fitting a set of new Semperit tires, new rear shock absorbers and Steel Compensating Spring (replacing the problematic BOGE Hydro-pneumatic Compression Leg) and a number of other improvements.
Since the car is in such good condition and carries street legal license plates, I intend to be using her quite often for short and long outings and Classic Car Rally entries.
- External Link: http://www.heckflosse.nl/History2.htm
And this is a short video clip of the day I first met “Princess Michaela”
The car after her ground-up restoration and re-spray to its original dark blue color (DB 332 Dunkleblau)…
Read complete accounts of this car here:
Acquired on 15th January 2015, the youngest member of the ‘family’. Intended to be driven and enjoyed regularly.
Mercedes-Benz 560SL (R107), 1987 (parted in June 2014)
I acquired this beautiful example in Jan 2011, marking my third M-B car. The pointed Star is now complete! In #441 Impala Beige color and matching hardtop, this low mileage ex-Southern California car is practically “as new”, hence can be driven and enjoyed all year round just like any modern car.
The expensive conversion to European spec’s bumpers and headlights not only shortens the length of the car by about 200 mm but restores the elegance of the R107 design in a sweet combination of full features (air bag, ABS, climate control, electric & heated mirror, 4-speed auto, etc), plus the availability of massive torque of 287 lb·ft (389 Nm) @ 3500 rpm, factors which make this car a joy to drive. 🙂
A full description of the car can be found elsewhere in my Blog.
Daimler Double Six, Series 3, 1991.
(parted in April 2013)
The most recent acquisition, done on July 2011 was for a good conditioned 1991 Daimler Double Six, Series 3 example, sporting the silky smooth 5343 cc V12 engine which delivers about 300 bhp along with a massive torque of 436 Nm @ 3900 rpm. Mated to a Borg-Warner 3 speed automatic gear box this car is a joy to drive and despite its relative thirst for fuel she is a perfect, very stylish, British classic luxury cruiser. Unfortunately the cruise control does not function, an item to rectify. Three days after taking delivery of the car, we took her for an extended hot weather test drive of 700 kilometers, up to Lake Plastira area in central Greece. The color is a nice dark blue metallic and includes an electrically operated sliding roof. A nice extra added by the previous owner is the varnished wooden steering wheel, in tone with the veneered dashboard. The magnolia leathers are in excellent condition, soft and comfortable. Front seats adjust electrically while the rear passenger reading lights are very handsome and practical. The climate control works nicely and the cool air it pumps out is too cold even for me!
With this acquisition, I now have a nice pair of Jaguar big saloons! A full description of this car can be found elsewhere in my Blog. An additional photo album of the car can be viewed by clicking here!
International Harvester 1967 & Dodge Dakota 1991.
This rare 1967 International Harvester 1200-4X4-131 Cargo Pickup Truck with Four-Door Double Cabin was an ex. US Air Force radio transmitter carrier with Registration Number “USA OIF-002067” and Manufacturers Chassis Number 783209h744870; she came to the USAF under Military Contract Nr. DAAE07-67-C-2771 and served on a nuclear warheads base (Argyroupolis, Kilkis) in Northern Greece during the late sixties and seventies. She was decommissioned in the early 90’s. Acquired by me at that time from an Army Surplus Dealer and serving in Kea Island as people carrier and for general light pick-up duties from 1995 to 2009 when she was ‘decommissioned’ for a second time and ever-since she has bee placed in storage in Athens. The vehicle is in absolutely original condition w. low mileage (49,160 in Nov. 2009) and has been respectably maintained throughout. A detailed photo album is HERE!
The 1992 Dodge Dakota LE Space Cab, 4×4 pick-up, 3.9 Lit, V-6 with 180 Hp, very strong air-condition and cruise control, was acquired new by during the ‘Datalogic/Datalex’ era of my career. For many years she served as my only car and I am so obliged to this faithful servant as everything that our summer home in Kea contains have been carried on this pick-up.
She has been meticulously maintained exclusively by the authorized distributor, namely Chrysler-Jeep Hellas S.A.
Nowadays, is only used occasionally for light cargo duties and has been kept all along in a closed garage.
Audi A6 Avant, Turbo Quattro 180 hp, 2000.
Peugeot 207 Coupe Cabriolet Turbo 150 Hp, 2007.
Mercedes-Benz GLK 300, 3.0 Lit, 7G-TRONIC, 4MATIC, 2009.
Few extra words befit my new 4-wheeled love affair (Oct. 2009) 🙂
The time ripened in October 2009 for buying a new 4WD car after nine faithful (and happy) years with the Audi A6 Avant Turbo Quattro. The search was on for a mid size luxury SUV. The short list included (besides the GLK) the Audi Q5, the BMW X3 and the Volvo XC60. Comparing feature for feature, influenced by a special price offer campaign by Mercedes-Benz Hellas, made the selection of the GLK (factory code named as X204), almost irresistible. Aside from the rich standard equipment, the additional options selected include: Parktronic, Off-Road exterior look, Sport interior and Alarm package. The 7-speed automatic transmission is standard, which includes a Comfort (C) and a Sport (S) shift mode. The “C” drive mode prioritizes drive smoothness and economy combined with high power reserves. Switching to the “S” mode selects a significantly sportier set-up, with a modified driving strategy and accelerator characteristic curve. The automatic transmission also comes with a manual drive mode (M), complete with shift paddles on the multifunction steering wheel. In addition, the 4MATIC powertrain at the heart of the GLK-Class is one of the most capable all-wheel drive systems on the market, incorporating control systems that set new standards.
The main tech specs of the GLK 300 4MATIC are:
|Maximum power [hp @ rpm]||231@ 6000 [170 kW]|
|Maximum speed [kph]||210|
|Maximum torque [Nm @ rpm]||300@ 2500-5000|
|Acceleration 0-100 kph [sec]||7.6|
|Number of cylinders||V6|
|Fuel tank capacity [l]||66|
|Fuel consumption [l/100km]||10.2|
|Kerb/gross vehicle weight rating [kg]||1830/2480|
|Tyre size||front: 235/60 R17;
rear: 235/60 R17
Quoting from the M-B official web site, the car’s main features are described as:
The new GLK is, in the true sense of the word, a completely new form of Mercedes. In it, two strong personalities merge to create a vehicle concept which is as distinctive as it is innovative. And yet the new GLK remains true to its roots. Because even though this distinctive off-roader interprets the Mercedes principle in its own unique way, the new GLK above all embodies agility, safety and comfort at the high levels you have the right to expect. And that makes it a typical Mercedes.
The absolutely unique design of the new GLK is based on striking lines and represents a bold departure from conventional styling. Distinctive character lines dominate the door areas between the accentuated wheel arches. From the powerful front section to the steep rear, its succinct, angular forms give the GLK a refreshingly self-confident presence which is all the more impressive in view of its compact exterior dimensions.
AGILITY CONTROL offers even grater driving enjoyment and safety by automatically adjusting the suspension set-up in accordance with the condition of the road. In fact, the AGILITY CONTROL steering and transmission turn the GLK into a real all-rounder which is just as much fun to drive in the city as it is on the open road – or off it. Some of the credits for this must also go to the responsive, high-torque six-cylinder engines.
The line-up begins with the 170 kW (231 hp) GLK 300. Even sportier performance is available from the GLK 350 with its rated output of 200 kW (272 hp). All models are equipped as standard with the optimized 7G-TRONIC automatic transmission.
- The Mercedes-Benz GLK-Class: A Compact Model With Genuine Character including thorough sub-sections for The Mercedes-Benz GLK-Class: Design,
The Mercedes-Benz GLK-Class: Interior And Climate Control, The Mercedes-Benz GLK-Class: Body, The Mercedes-Benz GLK-Class: Active And Passive Safety,
The Mercedes-Benz GLK-Class: Drive And Suspension, and The Mercedes-Benz GLK-Class: Standard Equipment, Options And Packages
And finally, few video clips showing the car’s features and performance in on & off road conditions:
So I have entered into the Star Family, and have named the car GLiKoula (meaning Sweetie in Greek). By the same token my Mercedes Benz alias is GLiKoulis (sweet man). For Greek readers check the Forum on the site www.clubmercedes.gr.
I am sure that this quality car will offer to us many trouble free kilometers and the enjoyment of long excursions inside and outside of Greece 🙂
The current BER 2-wheel stable includes:
BSA Thunderbolt, 650 cc, 1972
Vespa PX200E, 1985
Gilera Runner FX125, 1998
BMW 650 Funduro, 1998.
This past September 2008, I longed to participate in the PHILPA International Rally held in our home island of Samos. But fate had it that I got involved with the very exciting project of the Kea Dive Expedition, hence I had to pass the experience of rallying in Samos with my brother Nikos co-piloting.
But here is a short slide show (with a Barry White music score) from that event, so we do remember it and share it:
37th PHILPA INTERNATIONAL RALLYE SAMOS ISLAND GREECE 2008
For my car lover friends, few video clips of famous car chases from older movies:
1/ Wild car chase from the movie: in English : “THE BURGLARS” in French : “LE CASSE” …. ca. 1971 with Jean-Paul Belmondo & Omar Sharif. Also starring a Fiat 125 Special & an Opel Record and many old Athens scenes and cars with the obsolete square type licence plates.
2/ Classic”BULLIT” car chase with the one and only Steve McQueen 🙂
3/ “The French Connection” car chase in NYC! One of the best cop movies of the 70’s with Gene Hackman an d Roy Scheider. This scene a cop tries to keep up with a metro/subway/train.
Directed by: William Friedkin
Starring: Gene Hackman, Roy Scheider, Fernando Rey etc.
4/ “Cannonball 1976” -A motley collection of petrolheads compete in an illegal trans-America coast-to-coast car race from Santa Monica, California to downtown New York City.
Starring: Dodge Charger ’68, Ford Mustang ’69, Pontiac Trans Am ’73, DeTomaso Pantera, Lincoln Continental etc. and good old Burt Reynolds, Roger Moore, Dean Martin, Sammy Davis Jr. Farah Fawcett, Bianca Jagger etc.
5/ “Scent of a Woman” the Ferrari Mondial “blind driving” scene with Al Pacino at his best 👍