Tag Archives: Editorials

Rare Rides: The 2000 Mercedes-Benz CL 500, a Finale Called Final Edition

Large, luxurious, and very serious, the first generation CL was also an SEC and S during its life. While Mercedes-Benz played the Nineties naming games with its lineup, the W140 soldiered on in two-door format as a last-of for a top-tier Mercedes coupe.

The W140 500 SEC and 600 SEC were introduced in 1992 globally as successor to the C126 (that’s coupe) variant of the legendary W126 S-Class. We’ve covered C126 previously in both standard and cocaine-inspired AMG variants, but never a W126. Look for it in a future Rare Rides Icons.

Both versions of the W140 were penned by Bruno Sacco late in 1987, during the middle of his career at Mercedes. Sacco was lead designer at Benz between 1975 and 1999. With the W140, he brilliantly continued the pillarless hardtop styling of the C126. Two models of SEC were initially available: The 500 used a 5.0-liter V8 that produced 320 horsepower, while the top-drawer 600 SEC had a V12. The most expensive car Mercedes produced at the time, it used a 6.0-liter engine that produced 394 horsepower and rocketed the coupe to 60 in 6.1 seconds. The 600 SEC was incredibly exclusive, and fittingly asked $132,000 in 1992. Adjusted for inflation that figure comes to an eye-watering $262,000. V12 models were identifiable almost solely via their V12 badges on the C-pillar and the 600 on the back.

The range expanded into other models over the years, as a less expensive 4.2-liter V8 was an option in some markets. On the other end of the spectrum, AMG models used larger and more powerful V12 engines of 6.0, 6.9, and even 7.3 liters. That largest engine allowed the CL 73 AMG a top speed of 199 miles per hour and was the engine Pagani chose to power the Zonda of the 2000s. Standard Mercedes-issued coupes were all limited by German tradition to 155 mph. A considerable number of horses were required to motivate the CL, since in any trim it weighed at least 4,500 pounds, and weighed about 4,900 pounds with a 12-cylinder lump upfront. All cars used a four- or five-speed automatic dependent on model year.

In 1994 the SEC moniker that Mercedes used for decades was replaced by an S, as the S 500 Coupe and S 600 Coupe more closely identified with their sedan sibling. It was a temporary measure though, as for the model year 1997 in Europe and 1998 in North America the S was swapped for CL, and the CL-Class was born. Models were then CL 500, CL 600, and so on. The car underneath changed little over the years, as Mercedes used their best build quality, materials, and technology in their halo coupe.

The W140 coupe was offered through 1999 in Europe and 2000 in North America, at which point it was replaced by the W215 CL-Class. The second CL was based upon the new W220 S-Class sedan. The W215 was noteworthy, as it was Bruno Sacco’s final design for Mercedes. Both the W215 and its 2007 successor (C216) were more modern, full of even more technology, much more complicated, and as a consequence has aged more poorly over the years. Both second and third-gen CLs can be found commonly on high-quality internet content like “You Can Get All This $200,000 Mercedes Coupe For $15,000 You Guys Like and Subscribe,” but the W140 SEC and CL have escaped such an undignified fate. Their quality, non-bling appearance, and limited production (26,022 total) have kept them under the radar.

Shortly before the end of its production, Mercedes offered a final run trim on the W140 CL which they creatively called Final Edition. Said special edition seems to be an “all options as standard” version of the CL 500, and in this instance pairs a nice navy metallic paint to a black interior, with sporty AMG-adjacent monoblock wheels. A testament to its build quality, today’s CL has traveled over 164,000 miles and looks brand new. Located in Spain, the future classic asks $15,235.

[Images: Mercedes-Benz]

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Vaccine Mandates Being Considered By Auto Industry, UAW

<img data-attachment-id=”1773672″ data-permalink=”https://www.thetruthaboutcars.com/2021/09/vaccine-mandates-being-considered-by-auto-industry-uaw/covid-19vaccinationrecordcardsissuedbycdcunitedstatescenters/” data-orig-file=”http://automotivezen.com/wp-content/uploads/2021/09/vaccine-mandates-being-considered-by-auto-industry-uaw-5.jpg” data-orig-size=”1000,667″ data-comments-opened=”1″ data-image-meta=”{“aperture”:”0″,”credit”:”Shutterstock”,”camera”:””,”caption”:””,”created_timestamp”:”0″,”copyright”:”Copyright (c) 2021 Michael Vi\/Shutterstock. No use without permission.”,”focal_length”:”0″,”iso”:”0″,”shutter_speed”:”0″,”title”:”Covid-19,Vaccination,Record,Cards,Issued,By,Cdc,(united,States,Centers”,”orientation”:”1″}” data-image-title=”Covid-19,Vaccination,Record,Cards,Issued,By,Cdc,(united,States,Centers” data-image-description=”

Michael Vi/Shutterstock

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With the Biden administration having announced that it would start requiring companies to vaccinate employees, automakers and UAW are finding themselves in a sticky situation. Unions had previously said they wanted to hold off on endorsing or opposing mandatory vaccinations until after they discussed things with the industry and their own members. Considering Joe Biden said he wouldn’t make vaccines mandatory less than 10 months ago, employers are getting caught with their pants around the proverbial ankles.

Automakers had previously been surveying white-collar workers to see what they wanted to do while upping on-site COVID restrictions, but operating under the impression that any hard decisions were likely a long way off and left entirely to their discretion. Now the Department of Labor’s Occupational Safety and Health Administration is planning a new standard that requires all employers with 100 (or more) employees to guarantee their workforce is fully vaccinated or require any unvaccinated workers to produce a negative test result on a minimum weekly basis. 

Employers that fail to implement the stated requirements could face fines of nearly $14,000 per violation, according to the White House, with penalties also doubling for those who refuse to wear masks during interstate travel. Those are potentially steep fees when you’re employees number in the thousands. Union officials have said they’re considering the matter without committing to more than absolutely necessary — though the UAW officially opposed vaccine requirements in the past.

From UAW President Ray Curry:

“The UAW has and continues to strongly encourage all members and their families to be vaccinated unless there is specific health or religious concerns. We know that this is the best way to protect our members, coworkers and their families.

We are reviewing the details of yesterday’s announcements and the impact on our members and our over 700 employer contracts.

In the meantime, we continue our member commitment to practice safety in every one of our worksites by following protocols including masks, sanitizing and reporting any exposure or symptoms of the virus. At the UAW we all understand that fighting this pandemic and protecting our families is key to our survival.”

Assuming the union ultimately decides to endorse the vaccine decree, it’s likely going to be fracturing its membership. While I am hardly against vaccinations, I strongly support informed consent and speaking candidly about this has resulted in autoworkers frequently confessing they’re similarly opposed to forced vaccinations. Many have said they would immediately quit their jobs, matching a recent Washington Post poll claiming 70 percent of unvaccinated workers would simply abandon their positions if vaccine mandates are instituted. It’s my assumption that the industry will have a sudden, catastrophic staffing shortage were it to move forward with the Biden plan.

Automakers have been similarly noncommittal, with manufacturers (including Ford, GM, Stellantis, Honda, and Toyota) stating they encourage staff to get vaccinated and want to adhere to all government-issued health protocols. But they typically steer clear of addressing the Biden plan directly, possibly indicating some hesitancy. That said, it hasn’t even been a full day since the vaccine mandate was announced and their HR and legal departments are probably wringing their hands as they ponder upon what’s to be done and the fallout it might create.

Every statement automakers have been willing to make thus far can be paraphrased into “hold on … we’ve got to think about this,” followed by a paragraph about how they believe in vaccinations and want to adhere to recommendations coming from the relevant health experts. Conversely, very little has been said about the rights or preferences of their employees.

I’m not going to beat around this bush. The entire premise of these mandates seems insane to me, bordering on wicked. As an American, I always thought the whole premise of the country was predicated upon the shared belief that personal liberties and freedom of choice trump everything else. But that doesn’t seem to be what’s coming down from the top anymore. The rhetoric being used by Joe Biden is egregiously confrontational, including statements like “we’ve been patient, but our patience is wearing thin” as he made sweeping assertions about how the unvaccinated are stifling national unity and progress. He also confusingly stated that vaccinated workers need to be “protected” from the unvaccinated.

Assuming vaccines are effective, shouldn’t it be the other way round? What exactly are we shielding people from when new strains continue to manifest, can still be spread amongst the vaccinated, and the shots we currently have are targeting older COVID variants that have lost steam?

The economic and social stress this is likely to place upon the industry and country as a whole will be nothing short of monumental. Protests have been erupting across the globe all summer. Truckers have started organizing in numerous countries and have refused to deliver to areas imposing strict COVID rules, exacerbating food shortages in urban areas. In the United States, the same was true for cities that opted to defund police departments. Now they’re starting to talk about strikes focused on vaccine and mask mandates while they’re already experiencing a severe shortage of drivers. Imagine if that spills over to an automotive sector that’s already been beleaguered by the semiconductor shortage, their suppliers, and every other industry you rely on.

[Image: Michael Vi/Shutterstock]

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Buy/Drive/Burn: Economical American Compacts From 1982

Our recent Rare Rides coverage of the Chevrolet Citation made one thing very clear: We need more Citation content. Today’s 1982 Buy/Drive/Burn lineup was suggested by commenter eng_alvarado90, who would like to see all of you struggle. Citation, Aries, Escort, all in their most utilitarian formats. Let’s go.

Chevrolet Citation

The Citation is in its third model year for 1982, and sales have already fallen far from their initial peak of 800,000. The bloom is off this rose, but GM is still on track for six-digit sales this year. Sticking firmly to economy and utility, today’s Citation is a five-door hatchback equipped with the 2.5-liter Iron Duke inline-four and paired to a four-speed manual. Throttle-body injection is new this year and means 90 horses are underfoot. There’s also a new horizontal slats grille.

Dodge Aries K

The Dodge Aries is still new and is in its second model year for 1982. Chrysler started out strong last year with over 300,000 sales, and will likely reach that number again in ’82. Today’s Aries is the four-door wagon, as Chrysler does not offer a hatchback K-car at this level. Underhood is the base 2.2-liter Chrysler inline-four, which uses a two-barrel carb. Eighty-four horses are at the driver’s command, shifted through a four-speed manual. New this year: rear windows roll down on sedans and wagons, replacing the fixed glass.

Ford Escort

Ford’s Escort is also in its second model year for 1982. The American market Escort was supposed to be very similar to the European one for parts sharing purposes. However the respective design teams each headed their own direction, and the two cars share only an engine and transmission. Today’s five-door Escort hatchback is new for ’82, along with a new grille and presence of the familiar Ford Blue Oval. The base 1.6-liter CVH engine gets a high output version this year, which increases power by about 10 horses, to 80. Power is delivered to the front via a four-speed Ford MTX manual.

Economy and cheap driving are available to you, and they’ll probably hold up for at least three years before falling apart. Which gets the Buy?

[Images: GM, Chrysler, Ford]

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Rare Rides: The 1979 Renha Formigão, Rear-engine and Beetle Adjacent

Not long ago, Rare Rides featured the Gurgel XEF, a Brazilian microcar of luxurious intent that was styled like a contemporary Mercedes-Benz, and based on a Volkswagen. Today’s Rare Ride is a very different Brazilian take on the same basic bones.

Say hello to the Renha Formigão.

Renha was short for Renha Indústria e Comércio de Veículos, which in English meant Renha Industry and Commerce of Vehicles. Founded in Rio de Janeiro, the company was the creation of Paulo Sérgio Renha. Renha was a powerboat racing enthusiast and held a speed record in the Atlantic for a crossing from Santos to Rio de Janeiro.

Renha previously designed some buggies and cars for other Brazilian firms and decided to found his own car company in 1977. The firm’s original product was a trike with a Volkswagen engine. The initial iteration of the trike faced legislative hurdles, as it occupied a vehicle class not yet recognized by the Brazilian government. Renha revised the trike after its initial debut and added more power and different bodywork, and was able to get it past legalization. It was sold as a kit or a complete bike.

The next year Renha had more ambitious ideas and launched the Formigão. The very small pickup truck body was attached directly to a Volkswagen Beetle chassis. It used a 1.6-liter gas/ethanol engine. Renha created his own body but made no mechanical changes underneath.

Said body was designed in fiberglass, focused on utility, and was shaped mostly by a ruler. Renha got some headlamps from a Fiat 127 to complete the square look. The pickup bed could hold up to 1,433 pounds, and its size capacity was about 25 cubic feet.

The bed capacity was not as utilitarian as one would hope, however. Volkswagen would not supply the flat design 1.6 from its second-generation Bus to outside companies, so Renha had to make do with the Beetle’s engine in its truck. As a result, there was a pronounced rectangular elevation in the bed.

Inside, buyers found three-point seatbelts and rode along with the spare tire and battery that resided behind the seats. A luxury trim was also available which offered upgraded alloy wheels, leather seats that reclined, and a useful tachometer.

Formigão remained in production for a short while, as in 1980 Paulo Renha moved on to a newly founded company called Emis and produced his trike there. Formigão was reborn in 1986 as the Coyote, after the company obtained rights from Renha. By that time, Mr. Renha had moved back into his real passion – boats – and started a ship-building firm.

Today’s Rare Ride is a 1979 Formigão from near the conclusion of initial production. With alloy wheels, it’s most likely the upscale luxury model. From the photos, it seems the engine bump issue in the bed was fixed by a later owner, or by Renha later in production. This tiny truck is yours for $14,000.

[Images: Renha]

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Professional Troll Elon Musk At It Again

In addition to Elon Musk’s title as CEO — sorry, Technoking — of Tesla, along with his role as boss of SpaceX, we need to add professional troll to his resume.

How else to explain his latest Twitter spat?

For those who didn’t see it, Ford chief Jim Farley tweeted out a video touting the brand’s new BlueCruise hands-free driving system that had what many interpreted as a subtle dig at Tesla.

Tesla, you see, has been accused, fairly in my view, of using its customers as unwitting guinea pigs in the testing of its so-called “Full-Self Driving” system.

We’ll pause here to note that there is no car on the market that offers true self-driving. A fully autonomous experience would be classified as level 5 autonomy, and no car is beyond level 2. Tesla’s system is level 2. Our friendly rivals at Jalopnik won’t even use Tesla’s terminology anymore because it’s misleading, and dangerously so, and as TTAC boss, I’ve been thinking of following suit. While we strive to be fair in our journalism, we also exist to report the truth, and the truth is that Tesla’s system isn’t full-self driving, no matter what it calls it. And Tesla’s marketing actually is dangerously misleading, since consumers might believe their cars can do more autonomous driving than they actually can, potentially leading to accidents.

So, Ford called Tesla out. And Musk clapped back with a clip from the 1995 comedy Tommy Boy, which starred Farley’s late cousin, Chris. The clip showed a scene from the movie in which the 1967 Plymouth Belvedere GTX driven by the characters portrayed by Farley and David Spade experiences a hood malfunction at speed because Tommy Callahan Jr. (Farley) didn’t remove the oil can after a fuel stop.

At least one automotive reporter called out Musk on Twitter for being mean. As we all know, Farley died young of a drug overdose, and it’s arguably pretty awful to tease someone by dredging up footage of their late cousin acting in a movie — one in which he plays a guy who can be, at times, a bit of idiot.

That aside, it bugs me on another level. There’s a discourse now that pervades our politics, our sports, and almost everything else in which someone gets called out for doing something that most people would say is wrong — in Tesla’s case, using a marketing term that is misleading and dangerously so — and instead of working to correct the issue, decides to lash out in an attempt to hurt the critic.

In other words, instead of tweeting back at Ford, Musk should be working on either making FSD actually a truly self-driving system, or more realistically, coming up with a better name for it that doesn’t imply that it does more than it actually is capable of. Say what you want about BlueCruise or GM’s SuperCruise, neither implies that they are level 5 systems that allow the car to completely drive itself. And last I checked, GM’s Super Bowl ad made it clear SuperCruise only works on certain roads.

This is nothing new for Musk. But it’s intellectually dishonest bullshit and I am tired of it. As a society, we’ve spent too long now — at least half a decade — allowing powerful people to act like this when they’re called out or criticized. It’s childish behavior and we’re enabling it.

Musk isn’t the only one guilty of this. A certain ex-president is a master of it, as are certain politicians from both sides of the aisle, at all levels. Give me five minutes and I could think up a whole ton of athletes and celebs and pundits and contrarian journalists who embrace this type of behavior, especially on Twitter.

But since Musk runs the most divisive car company of our era, he’s our focus for this post.

I don’t know if what he tweeted to Farley is truly mean or not. Or if it is or isn’t funny.

I do know that it’s a deflection from Tesla’s misleading marketing, and that’s the problem.

[Image: Tesla]

Rare Rides: The 1994 Ford Thunderbird Super Coupe, Fast Personal Luxury

We’ve been talking about Thunderbird often lately, whether it’s in a Buy/Drive/Burn, or a recent Rare Rides on the 007 Edition Thunderbird of 2003.

And earlier today the Internets served up a random ad for a teal 10th-generation T-bird in fantastic condition. Seems like a perfect opportunity to add it to our coverage of the long-lived personal luxury nameplate.

The ninth-generation Thunderbird, or “Aero Bird” as it was commonly called, was a relative revelation in the T-bird timeline. Coming from the downsized Fox-body version of 1980-1982, the new (still Fox-based) ’83 Thunderbird was larger, more modern, more powerful, and even spawned the exciting Turbo Coupe variant. Thunderbird was saved.

But by the late Eighties, the ninth-gen was looking a little aged, and Ford saw it was time to step away from the Fox platform with regards to personal luxury. An all-new 10th-generation debuted for the model year 1989, on the exciting new MN12 platform. Ford started development of the new platform in 1984, when it made an internal declaration that the next Thunderbird and Mercury Cougar be sophisticated enough to compete with European marques like BMW. To that end, the MN12 coupes (and later the FN Lincoln Mark VIII) were given an independent rear suspension amongst their other technical upgrades. They were the only domestic rear-drive cars with that feature outside the Corvette. Ford aimed high and wanted the edge in handling and performance over the front-drive offerings from GM.

For the new cars’ design, Ford relied once more on the VP of design at Ford from 1980 to 1997, Jack Telnack. He’d designed the ninth generation T-bird and Cougar as well. The new MN12 cars were sleeker and more rounded than the Aero Bird, and though they were shorter overall, had a nine-inch growth in wheelbase over the outgoing model. Less overhang, more performance.

Four different engines were on offer depending on the year, and at base was a 3.8-liter Essex V6 in naturally aspirated and supercharged variants (for the Super Coupe). Later, the 4.9-liter Windsor V8 was available (’91-’93), as well as the 4.6-liter Modular V8 (’94-’97). Transmissions were mostly automatic and included two versions of the four-speed AOD and a five-speed manual from Mazda. Shifting yourself was allowed only on the Super Coupe from 1989 to 1995.

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The Super Coupe was popular at its debut and garnered a Motor Trend COTY award in 1989. The supercharged Essex engine had 12psi of boost at 5,600 RPM, which meant 210 horses and 315 lb-ft of torque. Aside from the engine, the Thunderbird “SC” featured different exterior cladding, fog lamps, electrically adjustable shocks, larger wheels, a limited-slip differential, and ABS brakes as standard that were discs at all wheels. Inside, there was an SC airbag cover, and leather-cloth mix sport bucket seats with serious adjustable side bolsters.

The Thunderbird was updated in 1994 and got a little longer at 200.3 inches overall. It also grew in width to 73.2 inches and got a bit heavier. Along with the visual updates for ’94, the Super Coupe had a number of engine changes which improved horsepower to 230. Ford management had already criticized the MN12 team at ’89 introduction for missing both weight and cost targets on the project and caused the project head to take early retirement.

Super Coupe went away after 1995, as the Thunderbird (and personal luxury coupes in general) were not long for the world. By 1996 Thunderbird was offered only as an LX trim. The last one rolled off the assembly line in September 1997 at the plant in Lorain, Ohio.

Today’s Rare Ride is a suitably teal Super Coupe from 1994. With its excellent condition, the 147,000 mileage figure comes as a surprise. Yours in Indiana for $6,500.

[Images: Ford]

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Rare Rides: The 1959 Goggomobil Dart, Tiny Roadster Sans Doors

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We’ve featured Glas cars in two installments of Rare Rides twice previously. The first example was a luxurious 2600 V8 coupe, followed up late last year by the much more mainstream 1304 shooting brake.

The car underneath this roadster body is perhaps the most well-known Glas, the Goggomobil. A very small city car, the Goggomobil was the first car produced by Glas and went on sale in 1955. Available in several body styles, the Goggomobil lacked an exciting roadster variant. The Glas is worth a Rare Ride of its own, so we won’t delve too far into it today.

The story of the Dart began at Buckle Motors, a large Australian car dealership chain. Bill Buckle the senior established his dealership selling Triumph and Talbot cars in 1927. The business grew steadily, and Buckle’s son, Bill Buckle Jr., convinced the management of Buckle Motors to build its own sports car. The idea was inspired by a visit to the London Motor Show in 1953, where many a fiberglass sports car was on display. Management agreed, and Buckle’s first car was the Buckle 2.5 Litre, manufactured in New South Wales and based on a Ford Zephyr. We’re racking up the Rare Rides entries today.

After the 2.5 Litre, Mr. Buckle realized that import taxation could be avoided if a chassis was imported to Australia instead of a complete vehicle. With this in mind, he knew the car he wanted to use and went off to Bavaria to strike a deal with Glas. Glas agreed to send Goggomobil chassis across the sea to Australia, and the Dart was on its way.

<img data-attachment-id="1755304" data-permalink="https://www.thetruthaboutcars.com/2021/03/rare-rides-the-1959-goggomobil-dart-tiny-roadster-sans-doors/goggomobil-dart/" data-orig-file="http://automotivezen.com/wp-content/uploads/2021/03/rare-rides-the-1959-goggomobil-dart-tiny-roadster-sans-doors-11.png" data-orig-size="1249,658" data-comments-opened="1" data-image-meta="{"aperture":"0","credit":"","camera":"","caption":"","created_timestamp":"0","copyright":"","focal_length":"0","iso":"0","shutter_speed":"0","title":"","orientation":"0"}" data-image-title="Goggomobil Dart" data-image-description="

” data-medium-file=”http://automotivezen.com/wp-content/uploads/2021/03/rare-rides-the-1959-goggomobil-dart-tiny-roadster-sans-doors-8.png” data-large-file=”http://automotivezen.com/wp-content/uploads/2021/03/rare-rides-the-1959-goggomobil-dart-tiny-roadster-sans-doors-1.png” class=”aligncenter size-large wp-image-1755304″ src=”http://automotivezen.com/wp-content/uploads/2021/03/rare-rides-the-1959-goggomobil-dart-tiny-roadster-sans-doors-1.png” alt width=”610″ height=”321″ srcset=”http://automotivezen.com/wp-content/uploads/2021/03/rare-rides-the-1959-goggomobil-dart-tiny-roadster-sans-doors-1.png 610w, http://automotivezen.com/wp-content/uploads/2021/03/rare-rides-the-1959-goggomobil-dart-tiny-roadster-sans-doors-7.png 75w, http://automotivezen.com/wp-content/uploads/2021/03/rare-rides-the-1959-goggomobil-dart-tiny-roadster-sans-doors-8.png 450w, http://automotivezen.com/wp-content/uploads/2021/03/rare-rides-the-1959-goggomobil-dart-tiny-roadster-sans-doors-9.png 768w, http://automotivezen.com/wp-content/uploads/2021/03/rare-rides-the-1959-goggomobil-dart-tiny-roadster-sans-doors-10.png 120w, http://automotivezen.com/wp-content/uploads/2021/03/rare-rides-the-1959-goggomobil-dart-tiny-roadster-sans-doors-11.png 1249w” sizes=”(max-width: 610px) 100vw, 610px”>Buckle himself designed the fiberglass roadster body, which consisted almost entirely of smooth edges and lacked doors. Of note: At least one (above) had doors added after the fact to improve usability. It seated only two people and had a very small canvas roof to keep out the rain. There was no trunk as the engine was in the rear, but there was storage in the nose, accessed from inside the passenger compartment.  The design entered production in 1959 and was again built in New South Wales.

A very lightweight vehicle, the Dart weighed just 761 pounds. It had an overall length of 120 inches, and a width of just 54 inches. Power was provided by one of three two-stroke two-cylinder engines, in 300-, 392-, or 400-cc displacements. Power ranged from 14 to 18 horses. All shifted their big power through a four-speed manual.

The Dart project was a mild success, and about 700 examples were made by the time the project completed. Though the Dart was the company’s most successful offering, Buckle would go on to build a Goggomobil-based van, and a take on the Mini called Mini Monaco. Today the business is called Bill Buckle Auto Group and sells Toyota, Subaru, and Volkswagen vehicles to the Australian populace.

Today’s Rare Ride is one of about 100 estimated to exist in present times. A lovely orange and grey example, it’s in excellent condition and located in Germany. Yours for $59,665.

[Images: Buckle Motors, YouTube]

For GREAT deals on a new or used Chevrolet check out Gordon Chevrolet TODAY!

Rare Rides: The 1995 Mitsubishi Pajero, Montero’s Forbidden Sibling

<img data-attachment-id="1742488" data-permalink="https://www.thetruthaboutcars.com/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling/1995-mitsubishi-pajero-1/" data-orig-file="http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-12.jpg" data-orig-size="1600,1200" data-comments-opened="1" data-image-meta="{"aperture":"0","credit":"","camera":"","caption":"","created_timestamp":"0","copyright":"","focal_length":"0","iso":"0","shutter_speed":"0","title":"","orientation":"0"}" data-image-title="1995 Mitsubishi Pajero (1)" data-image-description="

https://www.ebay.com/itm/1995-Mitsubishi-Montero-Pajero-RHD-JDM-Low-Miles-42K-NO-RESERVE-/274587939117

” data-medium-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-8.jpg” data-large-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling.jpg” class=”aligncenter wp-image-1742488 size-large” src=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling.jpg” alt width=”610″ height=”458″ srcset=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling.jpg 610w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-7.jpg 75w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-8.jpg 450w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-9.jpg 768w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-10.jpg 120w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-11.jpg 800w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-12.jpg 1600w” sizes=”(max-width: 610px) 100vw, 610px”>Rare Rides has touched on the first generation Pajero (Montero to North Americans) once before via the Raider, a captive import Dodge dealers could shift while the company had zero small SUV action of its own. Today’s Pajero is a second-generation version – the three-door never sold on our shores. Surprisingly, it even maintains the same color scheme as the Raider.

<img data-attachment-id="1742478" data-permalink="https://www.thetruthaboutcars.com/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling/1995-mitsubishi-pajero-3/" data-orig-file="http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-18.jpg" data-orig-size="1600,1200" data-comments-opened="1" data-image-meta="{"aperture":"0","credit":"","camera":"","caption":"","created_timestamp":"0","copyright":"","focal_length":"0","iso":"0","shutter_speed":"0","title":"","orientation":"0"}" data-image-title="1995 Mitsubishi Pajero (3)" data-image-description="

https://www.ebay.com/itm/1995-Mitsubishi-Montero-Pajero-RHD-JDM-Low-Miles-42K-NO-RESERVE-/274587939117

” data-medium-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-14.jpg” data-large-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-1.jpg” class=”aligncenter size-large wp-image-1742478″ src=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-1.jpg” alt width=”610″ height=”458″ srcset=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-1.jpg 610w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-13.jpg 75w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-14.jpg 450w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-15.jpg 768w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-16.jpg 120w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-17.jpg 800w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-18.jpg 1600w” sizes=”(max-width: 610px) 100vw, 610px”>The first generation Pajero entered production for the 1983 model year, originally in three-door guise. The five-door version joined it shortly thereafter and quickly became the volume model of Montero in North America. By the end of the Eighties though, the old box was due for a do-over. Mitsubishi debuted its new Pajero to the Japanese market early in 1991, then sold off the old tooling to South Korea. Suddenly, Hyundai had a new family SUV to sell! Said newly created Galloper remained in production through 2004.

<img data-attachment-id="1742476" data-permalink="https://www.thetruthaboutcars.com/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling/1995-mitsubishi-pajero-2/" data-orig-file="http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-24.jpg" data-orig-size="1600,1200" data-comments-opened="1" data-image-meta="{"aperture":"0","credit":"","camera":"","caption":"","created_timestamp":"0","copyright":"","focal_length":"0","iso":"0","shutter_speed":"0","title":"","orientation":"0"}" data-image-title="1995 Mitsubishi Pajero (2)" data-image-description="

https://www.ebay.com/itm/1995-Mitsubishi-Montero-Pajero-RHD-JDM-Low-Miles-42K-NO-RESERVE-/274587939117

” data-medium-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-20.jpg” data-large-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-2.jpg” class=”aligncenter size-large wp-image-1742476″ src=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-2.jpg” alt width=”610″ height=”458″ srcset=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-2.jpg 610w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-19.jpg 75w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-20.jpg 450w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-21.jpg 768w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-22.jpg 120w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-23.jpg 800w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-24.jpg 1600w” sizes=”(max-width: 610px) 100vw, 610px”>Available in its second form in three- and five-door guises, the new Pajero was a big step forward over the prior version. Considerably reworked, almost everything was new for ’91. Larger and available with more power underhood, the Pajero proved very popular and branched out in its production. While the model’s second generation was produced in Japan between 1991 and 1999, it was produced in four other locations as well. The Philippines made some from 1993 through 2008, Columbia had their own production from 1994 to 2012, and it was produced under license in Iran from 2005 to 2007 by a company called Bahman Group. But nothing compares to China’s love for the gen two Pajero. Beginning in 1997, the Pajero was transformed into Chinese SUVs via a joint venture between Mitsubishi and various Chinese institutions. It was sold as 12 different vehicles in the Chinese market, and remained in production through December 2019, as the Changfeng Liebao Q6. Now that’s some product longevity.

<img data-attachment-id="1742486" data-permalink="https://www.thetruthaboutcars.com/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling/1995-mitsubishi-pajero-7/" data-orig-file="http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-30.jpg" data-orig-size="1600,1200" data-comments-opened="1" data-image-meta="{"aperture":"0","credit":"","camera":"","caption":"","created_timestamp":"0","copyright":"","focal_length":"0","iso":"0","shutter_speed":"0","title":"","orientation":"0"}" data-image-title="1995 Mitsubishi Pajero (7)" data-image-description="

https://www.ebay.com/itm/1995-Mitsubishi-Montero-Pajero-RHD-JDM-Low-Miles-42K-NO-RESERVE-/274587939117

” data-medium-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-26.jpg” data-large-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-3.jpg” class=”aligncenter size-large wp-image-1742486″ src=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-3.jpg” alt width=”610″ height=”458″ srcset=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-3.jpg 610w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-25.jpg 75w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-26.jpg 450w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-27.jpg 768w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-28.jpg 120w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-29.jpg 800w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-30.jpg 1600w” sizes=”(max-width: 610px) 100vw, 610px”>Engines in use outside China (they had their own versions) included inline-fours of 2.4 and 2.6 liters in displacement, and V6 engines in 3.0- and 3.5-liters. There were also diesel mills with four cylinders, sized at 2.5 liters and 2.8 liters. Transmissions were of four or five speeds if automatic, or five speeds if manual.

<img data-attachment-id="1742480" data-permalink="https://www.thetruthaboutcars.com/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling/1995-mitsubishi-pajero-4/" data-orig-file="http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-36.jpg" data-orig-size="1600,1200" data-comments-opened="1" data-image-meta="{"aperture":"0","credit":"","camera":"","caption":"","created_timestamp":"0","copyright":"","focal_length":"0","iso":"0","shutter_speed":"0","title":"","orientation":"0"}" data-image-title="1995 Mitsubishi Pajero (4)" data-image-description="

https://www.ebay.com/itm/1995-Mitsubishi-Montero-Pajero-RHD-JDM-Low-Miles-42K-NO-RESERVE-/274587939117

” data-medium-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-32.jpg” data-large-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-4.jpg” class=”aligncenter size-large wp-image-1742480″ src=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-4.jpg” alt width=”610″ height=”458″ srcset=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-4.jpg 610w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-31.jpg 75w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-32.jpg 450w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-33.jpg 768w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-34.jpg 120w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-35.jpg 800w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-36.jpg 1600w” sizes=”(max-width: 610px) 100vw, 610px”>Stateside, Mitsubishi imported the Montero as a five-door affair only, unsatisfied with the first generation three-door’s slow sales. Diesel engines and manual transmissions were no longer available in North America, and the only power underhood was a V6. Mitsubishi updated the Montero over the years, and gradually added gingerbread, power, and luxury items to bring it in line with competition like the Isuzu Trooper and more expensive Toyota Land Cruiser. The second-generation Montero lived through the 2000 model year and bowed out in the loaded Endeavor trim. The much more modern third generation took its place in 2001.

<img data-attachment-id="1742484" data-permalink="https://www.thetruthaboutcars.com/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling/1995-mitsubishi-pajero-6/" data-orig-file="http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-42.jpg" data-orig-size="1600,1200" data-comments-opened="1" data-image-meta="{"aperture":"0","credit":"","camera":"","caption":"","created_timestamp":"0","copyright":"","focal_length":"0","iso":"0","shutter_speed":"0","title":"","orientation":"0"}" data-image-title="1995 Mitsubishi Pajero (6)" data-image-description="

https://www.ebay.com/itm/1995-Mitsubishi-Montero-Pajero-RHD-JDM-Low-Miles-42K-NO-RESERVE-/274587939117

” data-medium-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-38.jpg” data-large-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-5.jpg” class=”aligncenter size-large wp-image-1742484″ src=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-5.jpg” alt width=”610″ height=”458″ srcset=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-5.jpg 610w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-37.jpg 75w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-38.jpg 450w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-39.jpg 768w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-40.jpg 120w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-41.jpg 800w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-42.jpg 1600w” sizes=”(max-width: 610px) 100vw, 610px”>Today’s Rare Ride is a well-equipped three-door Pajero fresh from the Japanese market. Its owner was okay paying the additional taxes on a large displacement vehicle and chose the 3.5-liter V6 and an automatic. With 42,000 miles, this one sold a couple of weeks ago for $8,100.

<img data-attachment-id="1742482" data-permalink="https://www.thetruthaboutcars.com/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling/1995-mitsubishi-pajero-5/" data-orig-file="http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-48.jpg" data-orig-size="1600,1200" data-comments-opened="1" data-image-meta="{"aperture":"0","credit":"","camera":"","caption":"","created_timestamp":"0","copyright":"","focal_length":"0","iso":"0","shutter_speed":"0","title":"","orientation":"0"}" data-image-title="1995 Mitsubishi Pajero (5)" data-image-description="

https://www.ebay.com/itm/1995-Mitsubishi-Montero-Pajero-RHD-JDM-Low-Miles-42K-NO-RESERVE-/274587939117

” data-medium-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-44.jpg” data-large-file=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-6.jpg” class=”aligncenter size-large wp-image-1742482″ src=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-6.jpg” alt width=”610″ height=”458″ srcset=”http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-6.jpg 610w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-43.jpg 75w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-44.jpg 450w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-45.jpg 768w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-46.jpg 120w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-47.jpg 800w, http://automotivezen.com/wp-content/uploads/2020/12/rare-rides-the-1995-mitsubishi-pajero-monteros-forbidden-sibling-48.jpg 1600w” sizes=”(max-width: 610px) 100vw, 610px”>

[Images: seller]

Jim Farley is Allowed to Race, and The Detroit Free Press is Allowed to Write About It

Jim Farley. Image: Ford

Car Twitter is a weird, wonderful online “place”, but sometimes bad takes bubble up. And there’s a double-whammy of bad takery floating around this afternoon.

Take number one: Ford CEO Jim Farley is taking an unnecessary risk by racing cars that could hurt Ford should an accident leave him dead or too injured to work/lead the company, according to some experts interviewed by the Detroit Free Press for a story by Jamie LaReau.

Take number two: The Freep and/or Jamie are dumb for publishing/writing this article.

I do agree with the logic behind the arguments in favor of Farley racing, but that doesn’t make the Freep or LaReau dumb. It’s a reporter writing about what experts think. More on that in a sec.

The logic is this: Farley should be allowed to race because he’s a car guy and enthusiast and it’s arguably better to have a car enthusiast running a car company because a car enthusiast is more likely to understand a unique industry in which many purchase decisions are driven by emotion and/or if Ford is run by a car guy it means there will always be a place for performance cars in the company’s model lineup. Besides, the risk is low.

As I said above, in general, I agree with that, even though it’s not a given that a car guy will do a better job running a car company and/or keep performance cars alive. Just that it’s more likely. And racing today, even in vintage cars, is generally safe, although the risk of death and injury still does exist.

But to castigate the Freep for writing this story is a bit ridiculous.

There’s a “kill the messenger” critique of journalism that has existed for the past five years (and probably before that, but it’s been more noticeable since you-know-who and some of his partisan enablers took up arms against media that was fair and honest but critical). It’s not just relegated to politics — Elon Musk has rallied Tesla fanboys against media the same way, too.

In brief, this critique usually presents itself in one of two circumstances. Circumstance one: The subject of critical reporting deflects by accusing the outlet/journalist of bias and/or incompetence instead of addressing the criticism. Circumstance two: Journalist/outlet interviews a person/expert or multiple persons/experts, the reader doesn’t like what the interviewee(s) say, and instead of critiquing those who were interviewed and their claims, the reader moans that the outlet shouldn’t have published a story that dares to present an argument they don’t agree with — even if the outlet isn’t the one making the argument.

This is an example of the latter. What’s frustrating to me is that some of the annoyed Twitterati aren’t just car enthusiasts — they’re automotive journalists or people who work in the automotive media in some capacity.

In other words, people who should know better.

It would be one thing if LaReau was writing an opinion piece and got flayed for having a take that most people disagreed with. It’s an occupational hazard of writing op-eds. Y’all have flayed me a few times and that’s fine. You write an opinion column, you risk blowback.

But this is a feature story, not arguing either side. At least, LaReau doesn’t appear to be arguing either side — she quotes those who defend Farley’s racing, as well as those who think it’s not a good idea.

There’s also nothing in the piece that isn’t really true. Racing is risky, though far less so than it used to be. And none of the arguments from either side are way off-base. Regardless if you think Farley should race or not, all the arguments are valid.

To be clear, I am not defending LaReau for any personal reason — as small as this industry can be, I am not sure I’ve ever met her. I’d disclose if I knew her, or recuse myself from writing about this.

Has the discourse fallen this far? It’s bad enough that we flame each other, and cherry-pick facts, and fall for mis/disinformation, and that we’re often too tribal. Too often, people care more about “owning” and “destroying” someone in a discussion/debate to worry about being intellectually honest and reasonable.

All that makes for terrible discourse. And now we’re attacking writers and outlets for merely presenting an argument we mildly disagree with? Instead of attacking the argument itself?

This isn’t some free speech/First Amendment/cancel culture rant. The First Amendment doesn’t apply here, and there are some takes that do deserve to be shamed and scorned, and some takes that don’t deserve a platform (Holocaust denial comes to mind). I also think people are far too quick to scream “cancel culture” when someone gets deserved blowback for writing something truly terrible, especially if it’s bigoted in some way.

Obviously, tweeting out that the Freep shouldn’t have published this piece doesn’t rise to the level of screaming at some comic who said something transphobic or racist. But it’s still odd!

Why is so hard to argue that Farley should be allowed to race without suggesting the Freep shouldn’t publish a relatively harmless examination of how big companies insure CEOs who indulge in risky hobbies during their free time?

It’s actually an interesting dive into a part of the business I’ve never given much thought to before.

If you think some insurance experts (who, may I remind you, work for companies with a vested interest in NOT seeing their clients hurt pursuing risky fun during their off hours) are ninnies because they think it’s a bad idea for Farley to race, that’s fine.

Just don’t argue that the Freep can’t give those ninnies an interview because you’re such a ninny yourself that the mere suggestion that Farley hang up the Pilotis gives you the willies.

Yeah, that’s right. Don’t be a ninny.

[Image: Ford]