Today's car of the day is a brand new 2011 Hyundai Sonata that came in as an Insurance Claim for damage to the front bumper cover and left fender skirt. Almost Everything Autobody replaced the front bumper cover and left inner fender skirt with original parts (OEM) from dealer. Almost Everything Autobody refinish (painted) the front bumper cover with the Almost Everything Factory Platinum paint service to match the existing color and quality of paint used by the manufacturer. Now the Sonata looks like nothing ever happened.
Before:
After:
Wednesday, September 22, 2010
Tuesday, September 21, 2010
Car of the Day - 1973 Buick LeSabre Rust Repair, Bodywork and Paint
Today's customer brought a cherished, decades-old Buick LeSabre in desperate need of rust repairs and paint. Vinyl tops are a notorious rust incubator. Moisture gets trapped under the top and finds its way into the metal so corrosion can begin & expand. The owner wanted to end this problem long term and preferred the clean look of the car without the vinyl top. So Almost Everything removed it, treated the rust and sealed holes left from the installation of the vinyl top. We also repaired a lot of dents and creases that the car accumulated over its long life.
Before:
Before:
After:
Car of the Day - 2009 Chevrolet Malibu Accident Repair
Today's Chevy Malibu collided with an SUV. Almost Everything replaced the bumper, grill & headlight, repaired damage to the hood. Then we used our Factory Platinum paint to match the original color and finish. We provide a lifetime warranty on all of our spot painting. Can you tell that the car had been hit?
Before:
After:
Monday, September 20, 2010
Car of the Day - 2003 Mitsubishi Eclipse with Auto Paint Service
Today's car of the day is a 2003 Mitsubishi Eclipse that came to us with alot of peeling paint. Almost Everything Autobody recondition all the delaminating (peeling) paint on the entire car and apply a full coat of primer-sealer. Almost Everything Autobody painted this car with the Presidential Paint Service that comes with 2-year Nation-Wide gloss warranty.
Before:
After:
Before:
After:
Before:
After:
Before:
After:
Before:
After:
Before:
After:
Before:
After:
Before:
After:
Before:
After:
Before:
After:
Wednesday, September 15, 2010
Car of the Day - 1997 GMC Yukon with Bodywork and Auto Paint
Today's car of the day is a 1997 GMC Yukon that came in with a collision damage to the right front door. Almost Everything Autobody replaced the door with a used door, adjusted the fender that moved in the accident, transferred all the original parts like door mirror, door panel and lock mechanism. Almost Everything Autobody painted the door with the Factory Platinum paint service that matches the original color of the car.
Before:
After:
Before:
After:
Thursday, September 9, 2010
Car of the Day - 2005 Acura Mdx with auto bodywork and paint
Today's car of the day is a 2005 Acura Mdx that came to us in need of auto bodywork on the right rear door. Almost Everything Autobody repaired the dents on the right rear door that was damage on a auto collision. Almost Everything Autobody painted the right rear door with its Factory Platinum paint service that duplicates the factory finish. Almost Everything Autobody color sand and polish the right rear door to ensure a seamless match to factory finish.
Before:
After:
Before:
After:
Sunday, September 5, 2010
Frank's Cars: #1--1969 MGC GT
Frank Barnard is the President of Almost Everything Autobody & Aene Automotive Corp. You may have already seen some of his cars on this blog (his 1964 Thunderbird has appear a few times during restoration & then at auto shows.) Frank has owned and driven some amazing cars. This is an occasional series that tracks his automotive history.
I had to get a job when I was 15 so I could buy my first car when I got my driver's license at 16. I was looking for an MGB, Triumph TR6 or maybe a VW Bus. I had never heard of an MGC and drove to San Francisco more out of curiosity than any thought of buying this car--it was too expensive. Driving with my father, we turned a corner and there she was, a mineral blue hard top with wire wheels. I knew it was the car I was going to buy from a block away. The owner admitted that a noise under the hood was the water pump going out. It had body damage from the hood flying open while driving. But it was a 3.0 liter straight 6 in a beautiful, lightweight Pininfarina body. And on my first test drive, in San Francisco, in the rain, the rear end broke loose. I applied opposite steering, the car tucked in gently and we all survived. I was smitten. The owner told me he'd named the car Catherine. My friends and I called her "Cathy." It's the only car I've ever had that had a name. She had so much torque and such a sweet transmission. I would shame my buddies BK (Bernhardt Karlgunter) Maier, in his Camaro, and Chris Holman, in his Mustang, by beating them up the long, steep hill on Ygnacio Valley Road between Walnut Creek and Concord, California. I owned that car for about 20 years--quite a few of those years she did not run. I miss her. And I still have the original "MG" key fob on my key ring today.
Disclaimer: Many of the photos in this series of posts are taken off the web. Sadly, we can't find many or in some cases any pictures of Frank's actual cars. So we've collected photos that look most like the cars he owned including, to the extent possible, correct colors & options. Thanks to the folks that posted these photos. If anyone objects to my use of them, please let us know and we will remove them.
Saturday, September 4, 2010
Frank's Cars
Frank Barnard is the President of Almost Everything Autobody & Aene Automotive Corp. You may have already seen some of his cars on this blog (his 1964 Thunderbird has appear a few times during restoration & then at auto shows.) Frank has owned and driven some amazing cars. This is an occasional series that tracks his automotive history.
Disclaimer: Many of the photos in this series of posts are taken off the web. Sadly, we can't find many or in some cases any pictures of Frank's actual cars. So we've collected photos that look most like the cars he owned including, to the extent possible, correct colors & options. Thanks to the folks that posted these photos. If anyone objects to my use of them, please let us know and we will remove them.
2) 1973 Citroen SM (Maserati):
I was in college now. The MG had died, yet again, for whatever the week's electrical or mechanical gremlin happened to be (I'd replaced the entire wiring harness twice and rebuilt the engine after it seized.) One of my best friends, David Lehrer, was ferrying me around to look at used Hondas which, he was sure, would be a far better fit for me and my pizza delivering livelyhood. I was uninspired and a little depressed so to cheer myself up I suggested that we investigate a shop down an alleyway in Walnut Creek, California that sported a very unusual (for the USA) Citroen sign. And there, amidst a Series III Maserati Quattroporte and a Citroen CX Palais, under a lumpy tarp, sat the remants of a mighty Citroen SM, minus its Maserati V6 and parts of its interior. The shop owner, a very kind but harried Irisman named O'Sullivan, explained that the owner of the vehicle had embarked on a mechanical restoration of the car 2 years ago and had run out of steam. A brand new, factory engine sat in a crate waiting for installation and all of the parts for the car were there but everything needed to be put together. The shop owner suggested that if I made the car owner a reasonable offer of just six thousand dollars (in 1985), it could probably be mine. The engine alone was worth that. I didn't have anything near that much--I couldn't even afford to put my MG back on the road. So I offered the owner $2500 that I didn't have. To my amazement, he said $3500 and I think we settled on $3000. I robbed the college fund that my parents had set-up for me and several months later, with the help of a great Algerian mechanic, I had a fully functional Citroen SM with a brand new 3.0L Maserati engine. It was my daily driver for the next 4 years. It took me and my friends on road trips to Ensenada, Mexico in the summer and Lake Tahoe, California in the winter. Considering that it was a true exotic, it was pretty reliable. But eventually it started overheating regularly and the electrical system developed a problem that discharged brand new batteries. It was time for a Honda to use when the MG and Citroen were waiting for repairs.
3) 1988 Mazda RX7 GTU:
And so I went to the Honda dealer, checkbook in my pocket, to buy a brand new CRX. I couldn't get a sales person to look at me at Oakland Honda and when I finally asked one what it took to buy a CRX. He told me it wasn't possible. The waiting list lasted months. So I went a few blocks away and test drove what I was sure was too expensive for me (are you detecting a pattern here.) I wasn't in love with the shape of the RX7 but it was purposeful and in GTU guise it had some sex appeal. And my god, it handled better than anything I'd ever been in (and may still be my best handling car to date.) It was on sale. I drove it home. I fell in love. But it's 1.2L Wankle engine never had the grunt of the MG's 3.0L straight 6 or the Maserati 3.0 V6. I could out manuever my buddy Kobi in his Mitsubishi Eclipse AWD Turbo but he could always out accelerate me. So the obvious answer was to get an RX7 with more horsepower.
4) 1987 Mazda RX7 Turbo II:
Not. This was a mistake. I hated this car. It is the only car I owned for less than a year. I thought I would get used to the color. I didn't. I thought I would learn how to manage the horrendous turbo lag that allowed Ford Pintos and AMC Gremlins to pull away from me at stop lights. I didn't. I thought I could manage the onslaught of power when the turbo finally kicked-in. I couldn't. I bought this particular RX7 Turbo because it was more powerful and linear than so many of the other RX7 Turbo's I'd driven. I came to find that the reason for any low-end punch on this car was a huge turbo leak that relieved back pressure. It allowed the car to accelerate faster from a stop but created a huge dead spot in the torque curve and robbed it of power at the top end. A couple thousand dollars later, my turbo was fixed and my car was just as slow out of the gate as every other RX7 Turbo. But it certainly was not a slow car. . . at 2100 RPM all hell broke loose. . . usually on winding roads and freeway cloverleafs. About halfway through a turn, the turbo would wind-up and there would be a sudden, terrific rush of power. The back tires would break free and the car would try to spin you into the oblivion of a retaining wall or the opposite lane of traffic or a cliff. I sold it after 8 months, happy to be alive to see it go. I should never have sold the divinely balanced GTU version.
5) 1992 Subaru SVX:
This was a great car. I miss it. Big (3.3L), strong, fast, horizontally opposed engine. Sophisticated all wheel drive. Giorgetto Giugiaro designed it to be a halo car for Subaru. The rear end was a but clunky but still exotic and the rest of the car was pure sex. The interior was sleak, luxurious and very modern. I loved the ultrasuede upholstery, the hidden control panels and the best climate control adjuster I've ever used. The top of the car seemed to be entirely made of glass and the side windows were set inside the larger windows of the door, like the Lamborghini Countach's and Maclaren F1's. The front headlights were in the thinnest slits of lenses. No one knew what this thing was. Mine was pearl white with a black roof and trunk lid. It was fast, silent and seemed to defy the laws of physics when I accelerated very hard into turns. Sadly, Subaru only sold them as automatics and my heart continued to yearn for a stick.
6) 1995 BMW M3
7) 1988 BMW 540i/6 speed
8) 2000 BMW 528iT
9) 1964 Ford Thunderbird
10) 2006 Maserati Quattroporte
11) 1995 Infiniti Q45t
Subscribe to:
Posts (Atom)