Central American and North American Roadtrip in a Lark!

Lark, happily going along Route 66: USA, North America,

Lark: Outfitted with a GPS (Garmin Nuvii) and a Dashboard Alter for Good Vibes

Classic Painted Ox-Cart, Costa Rica, Central America: Country of Departure

Lark: Back Country Roads of Costa Rica, Departure Day

Well, our trip through Central America, Mexico, California, across the US along Route 66 to the East Coast, including a big adventure up into Niagara Falls was a complete success. That’s not to say we were never challenged. In fact, when people ask me about how it went, I find myself saying: “It was an adventure”.

Recounting the “adventure” does not seem like a good use of virtual space, bandwidth or my time and energy. However, I will describe the general voyage and a few items that punctuated the trip.

The Lark was not without problems. I had replaced the fuel pump and filter due to failure While bringing her out of mothballs earlier in the year. However, the “new” pump started failing. I could get her running by beating the fuel tank with a rock. We went 1500 KM this way, beating the pump to life when it would quit and leave us stranded. Eventually in central Mexico the rock trick stopped working and we were towed back 120KM to the city of Pubelo, Mexico. I sought a hotel down the street from the Chevrolet agency and installed an OEM replacement pump for the 1990 Chevy Blazer drive train that motor the Lark. The hotel was really great about my wrenching in their parking lot.

Leon, Nicaragua:
Second Country and first border crossing and repair to the Lark's Shocks

Heidi in front of La Perla, a nice hotel in downtown Leon, Nicaragua, Central America

The rear shocks on the Lark never were very pleasing. I had installed them during the original conversion using “TLAR” engineering. For those of you who are not engineers, TLAR stands for “That Looks About Right”.

I had put the shock mounting points in too vertical of a position and ended up having to compromise on the selection of shocks. As a result, the shocks suffered from bottoming out easily when my conversion was complete. This shortcoming reared its ugly head early in our trip. The severe bottoming tore apart the frame at the upper right rear shock over and over. We made temporary repairs in Nicaragua and again in Honduras. Finally in Antigua Guatemala we took a day to repair the frame correctly. I had the shocks removed for the duration of our transit to San Diego where I installed air shocks that solved the issue.

Honduras and Nicaragua had some awful roads and the repair in Nicaragua had to be re-done in Honduras. Honduras: Second Border Crossing and Repair!

Guatemala Market: Fourth Border Crossing (El Salvador was third) and Third Repair to the body/shocks issue

Volcanos in Guatemala

Mexican Mechanics in San Cristobel, Chiapas: Mexico, North America
4th Repair due to Negligence at the Gas Station: 5th Country and Border Crossing

We lost a day leaving Pubela when a helpful gas station attendant put a quart of motor oil into the automatic transmission. We pushed the car across the street to a mechanic shop where 5 young men worked like a soccer team to drop the pan and clean out the offending oil. I had their work redone in San Diego, as the pan gasket leaked all the way.

I changed spark plugs and plug wires somewhere in Central Mexico, during a torrential downpour that caused misfires and stalling due to the deteriorated ignition system.

Plotting the route with Heidi's cousin, Scott-
who joined us in Antigua and stayed with us through Puebla

Admirers of the Lark in Mexico (and throughout the trip) were plentiful!

Above: Photos of Tlaxcala and San Cristobel, Chiapas, Mexico

Driving through Central America necessitates preparation for the chaos and confusion of border crossings. The border crossings are not well marked, and require standing in at least 3 (sometimes 5) lines to obtain your personal and vehicle documents for passage.

Heidi studied the process and document needs of each of the borders. She created a folder of packets for each border filled with original and copies of necessary documents. While we did well crossing the borders, there were still the confusing aspects of lack of knowledge, foreign language, deteriorated infrastructure and make-shift building usage to cause stress and tension. Sex Motels: they were cheap and often had garages for the Lark. We used them to crash hard for 8 hours and start again... Mostly in El Salvador and Mexico for about $20/night.

Knowing where to find resources allowed us to affect many good quality repairs in San Diego, before commencing our drive along Route 66: solar shading on the windows to reduce the heat load on the A/C, air shocks to solve the rear suspension puzzle, GPS for our ease, leak repairs to cure the Larks incontinence, and load lightening. Man, was it good to get out on good roads!

Arriving in Nogales, Arizona after a LONG, GRUELING, but never DULL: Roadtrip!
First Destination: San Diego, CA

Along historic Route 66, we drove 90% along the major highway and dipped in to the old Route 66 to get gas and view attractions. If anyone out there reading this is an old car aficionado or a train lover, traveling Route 66 is a fantastic corridor for both trains and old car lots.





We continued on past Chicago (the Eastern terminus of Route 66) to visit the Studebaker museum in South Bend, Indiana. The South Bend Indiana plant made not only Studebaker cars like our Lark, but also the military trucks that interest me, the M35, known as the “duce and a half”. Studebaker built these trucks for the military, and later in 1964 when Studebaker sold their plant to Kaiser the trucks continued to be built there. Eventually Kaiser became a part of American Motors Corporation, maker of the Pacer, Javlin and AMX. American Motors was bought by General Motors in the early seventies, and General Motors spun off the military truck building, creating AM General, which is still in business today making the Humvee.


Before long, we arrived on the East Coast tired and intact, then headed up through New York State along the Hudson first, and then east along the Erie Canal. We took a boat tour through a working canal section and lock, learning the history of the canal and viewing the technology that is still functioning today.

Above: NY State and PA border along the Delaware River
Below: Eerie Canal Tour

Our visit to Niagara Falls was quite enjoyable. I had no idea about the carnival atmosphere being built there.

The Canadian side is really interesting and again, we got into the tourist things, taking in an IMAX movie about the daredevils of the Falls, riding on a boat right into the mist of the falls, walking in and around the town like tourists do. We continued as far west as New London, Ontario to enjoy the company of one of Heidi’s high school friends.

The Lark took us back to the East Coast in Marion, Massachusetts, where the Lark will be garaged at Heidi’s fathers house. We took the time to remove the Costa Rica Plates and install Mass plates. The Lark will be right at home, as Heidi’s father’s house is right on the water leading to Buzzards Bay. Ok, that’s a stretch, but a buzzard and a Lark are birds….. guess I just laid an egg.

Getting in the Mood for a Central America Roadtrip!

Here are a couple of video clips featuring the Studebaker Lark vintage commercials. To get you in the mood for our upcoming blog posts during our Central America road trip this summer. We will be departing in late July and driving the 1960 Studebaker Lark (featured in earlier posts in 2006) from Costa Rica through: Nicaragua, Honduras, Guatemala, Mexico to San Diego, CA. Then we will drive it across the US to the east coast. We may need to make a few pilgramage visits to the Studebaker museum and Studebaker aficionados along the way!

First video below is the Studebaker '60 Lark commercial featuring Mr. Ed, their sponsor. Lark was promoted as a roomy compact car, which it truly is.





Second video below is a commerical featuring new Larks and their "performability".

Phase VI: Studebaker Conversion: Incidentals, AKA “A Work in Progress”


I won’t mention every detail of every modification and fabrication necessary to complete this project. I will quickly list some of the areas that were also altered to complete the project:

*New custom rear springs
*New rear shocks
*New fuel and brake lines

I also re-used the 4 WD center console out of the Chevy Blazer and wired it up so the shift indicator would operate.

We brought the entire engine management system of the Chevy motor and I built a new fuse block assembly where the old Studebaker heater core used to be. I put the engine computer way up high under the dash and wired it all together so the Studebaker actually has its original wiring and fuse block plus a whole new fuse block for the engine and accessories. After getting the engine running, I installed the air conditioning system and fit all of the hoses. I took the running vehicle to an a/c shop nearby where they crimped the hoses and charged the system.

Timeline from start to current “finish”:

*Research & purchase of a vintage vehicle “wagon” (Rick wanted to accommodate surfboards): Sept. ’04- Dec. ’04. We chose a Studebaker Lark wagon as it was maneuverable and had a great feel to it. Roomy and spacious yet way compact compared to other late 50’s and other 60’s model wagons. Heidi discovered the model she wanted while visiting family in Massachusettes (and test-driving old Chevy wagons that were no fun at all to drive). That Heidi could see over the steering wheel was a helpful factor. “Driving the Lark is a lark!”

*Having the Lark, stock, be drive-able, making small repairs: Dec. ’04-Dec. ‘05

*Decided to make the big leap and do the conversion to anticipate a life in Costa Rica: March ‘05

*4 months of the better part of every week, 2 people to accomplish the conversion thus documented in this Blog: March/Feb. ’05- May/June ’05.

*Late June ’05- The Lark is loaded on a ship bound for Costa Rica

*July ’05- The Lark arrives in Costa Rica


Future projects while in Costa Rica will include:

*Trouble –shooting the air conditioning clutch, which seems to have failed
Installing a temperature switch for automatic coolant fan operation (it is a manual switch currently)

*Re-do the interior door panels, floor carpet and seats-keeping the original look

*Finish the horn contact installation and steering wheel to original look

*Re-working the doors and locks (rebuilding all 4 doors for weather-proofing as well)

*New (retro?) tires

*Stereo installation

We will post photos of these projects in the far future when these points are accomplished. We won’t be working on this until we have our house and Rick’s garage/workshop built on our land in Costa Rica (about 4-5 years out!). But, the Lark totally works great the way she is now. And, driving her in Costa Rica is truly, a Lark! 

Phase V: Studebaker Conversion: Installing the Radiator, Brake Assembly & Steering

Disclaimer: We don’t have pictures of the final construction and installation of the brake vacuum booster, brake master cylinder, and steering column. We apologize!


First of all, this was the hardest part! There was seemingly more head scratching, fabrication, and money spent on these three items than the whole process prior. In truth, there was just more problem-solving and time spent during this phase.

We were re-using the brake hanger assembly and booster out of the Chevy Blazer. We wanted to keep the parts matched to the running gear. Re-using the Studebaker steering column was out of the question. Its installation angle and length did not fit the new configuration and location of the steering gear. We were able to solve the steering shaft by manufacturing a column based on an early ‘70’s Chevy van with automatic steering column. We re-worked the column to fit the Blazer extension shaft on the lower end and accept the Studebaker steering wheel at the top.
The radiator was re-fit but we could not keep the original location of the radiator. We had to move it up and forward to clear the front of the frame. We notched the frame as far as possible to keep the radiator as large as possible. We had a new custom radiator manufactured from the mounting rails and upper and lower tanks of the Studebaker radiator. I went through the selection of radiator hoses at a local Napa auto parts store and purchased two hoses to complete the custom installation. I also installed an electric cooling fan. 

Phase IV: Studebaker Conversion: Fitting the Body to the Frame


After completing the frame grafting, I completely painted the new frame for corrosion protection. We then mounted the drive train into the new frame. We did not have the rear springs yet, so we leveled the chassis using a floor jack for measuring purposes.

I prepared the body by cutting out the spare wheel well. I needed this space for the new gas tank location. We lifted the Studebaker body with a forklift and carefully eased it over the new frame. We lowered the body to the frame and given that we had used 2/3 of the original Studebaker frame, the rear of the body aligned with the original mounting holes of the frame. We located places for the front of the body where we would attach new brackets on the frame to support the body. We pulled the body back off and installed those frame horns.

Back on the body went, and this time, we created clearance to fit the body down to the frame but to leave space for the transfer case. I needed to remove about 1 square foot of the original floor tunnel. After securing the body to the frame, I added new metal to the transmission tunnel and covered the new metal with rubber coating.

Fitting the front clip to the new frame required a bit more work around the very front of the frame. But we accomplished that with new frame horns and a little notching of the Chevy frame.

We test-fitted the front clip and everything looked good so we bolted it all together.

 

Phase III Continued: Studebaker Conversion Frame Grafting



We double, triple, and quadruple-checked our dimensions and then we stitched the frame assembly together. We took this time to install the Chevy gas tank (with internal fuel pump) into the Studebaker frame. With minor plating and a rolling of the cut Chevy frame, we ended up with a very strong and trust-worthy frame graft.


Or so, Heidi hoped. Heidi’s interjection: I was always a little nervous about a car that had a huge graft welded together. I pictured driving on the highway and the car coming apart like a cartoon. I never shared this with Rick until now, not wanting to impede their creative process or dampen anyone’s enthusiasm! Of course now, the Lark has been proven trustworthy on the challenging roads of Costa Rica. 

Phase III: Studebaker Conversion Frame Grafting

Herb and I were undecided on where and how to graft these frames. So we chose a conservative method and started whittling away a little off the front of the Studebaker and a little off the rear of the Chevy. For our first cuts, we had left the body on the Studebaker along with datum points, so we could locate the front wheels in the correct location in the wheel wells.

We also were attempting to create more ground clearance under the Studebaker. Not a god-awful amount, but enough to allow the stock Chevy suspension to work as it was designed. A blend of original form and new function was constantly being weighed with each choice we made.
 

Phase II: Major Assemblies Freshened
At this juncture, we removed the engine, transmission, and transfer case from the Chevy chassis. I wanted to install reliability in each of these three components. To the engine, we removed the oil pan and checked the rod and main bearings for wear. Everything looked great, so we buttoned the engine back up with new timing chaining gears and tuned up the engine.
We sent the transmission out to a local re-builder and he reported that the transmission looked great. However, we went ahead and installed new all soft parts: clutches, seals, gaskets. We also installed a re-built torque converter.
To the transfer case, we split the transfer case (see photo) and checked the internals. We re-assembled the transfer case with a slip yoke eliminator kit. Additionally, I researched and found a special speedometer drive. So there would be both an electrical signal for the computer and we could drive the original Studebaker speedometer. We were trying to keep anything original, wherever we could. The re-assembled power train was replaced in the chassis.
 

Phase I Continued/Forklifting Frames: Here is Herbie (Herb English), forklifting the Studebaker frame, one of many times we used the lift to move the frames as we tried different configurations.
 

Modifying an antique 1960 Studebaker Lark station wagon: A New Balance of Form and Function for the roads of Costa Rica

When Heidi and I chose to move to Costa Rica we also had to decide what we were going to do with our 1960 Studebaker Lark wagon. We had owned the car for a year and it was completely stock. We spent a couple of months debating all of the different options we had regarding our transportation needs and the requirements of Costa Rica. We looked at importation issues, the state of the largely unimproved (i.e., unpaved) roads of Costa Rica, money and time issues, and our desires. In the end, we decided, while it was completely ridiculous and unreasonable, we wanted the Studebaker to come with us. She would be a “fair weather” vehicle.
At that point, we determined that to have the Studebaker survive (“fair weather” in Costa Rica is not “fair weather” in San Diego, CA), we would need to install some modern drive train components such as a fuel-injected engine, automatic transmission, disc brakes, power steering, and we thought an a/c would be nice as well. A bonus, if we could have it, would be 4 WD. The dry and wet seasons of Costa Rica each play a unique role in the quality, or lack thereof, of Costa Rica’s roads.
For weeks prior to the actual beginning of the project, I could be seen at night, canvassing the neighborhood of Ocean Beach, San Diego, CA, with a tape measure and a notebook in hand. I looked at Chevys. I looked at Fords. I looked at Toyotas. I found that the track of an early to mid-90’s Chevy Blazer was within ¼ inch of the Studebaker. In addition, it had a full frame that lent itself to a potential conversion. And an added advantage was that it was half the cost of a comparable Toyota- which was up until then, my first choice for a donor vehicle.
I was fortunate to have a friend and former employee, named Herb English, who offered to work with me on this project. He offered work space, time, experience, and labor. Probably most important, he also had a forklift, which we used several times to lift the body on and off the frame for test fits. This entire project, after purchase of a Chevy Blazer, took the better half of every week of our time for 4 months.We purchased a ’91 2-door Chevy Blazer with a 4.3 liter V-6, automatic, 4 WD, and air conditioning. Our first step was to strip the body from the frame off of each vehicle.
We positioned them side by side (see photo below of both rolling chassis). Herb and I spent the better part of an afternoon discussing the myriad possibilities regarding how to perform this graft. We finally deemed it wiser to make a frame graft somewhere between the front suspension and rear tortion bar mount. If you look closely at the photos of the Chevy Blazer’s rolling chassis, you will see that the front suspension utilizes a tortion bar. The rear tortion bar mount is back behind the transfer case. We could either graft that cross-piece into the frame or make the frame graft behind this cross-mount. We decided just to go for it, realizing that we could not anticipate all of the details ahead of time.
As an added bonus, which at first it did not seem like anything positive, we had managed to buy the only Chevy Blazer in San Diego with extensive frame damage to the front, right-hand side. After all of that effort, we were still going to need to buy an extra frame! However, the damaged frame was useful in allowing us to cut and hack frame sections without worry of irreparable damage. By the time we were done hacking on the damaged frame, we were ready to utilize the “new” (junkyard procured) frame, making cuts only where experience showed us we needed to.

 

1960 Studebaker Lark, wagon: with 4WD?
This is our 1960 Studebaker Lark, wagon. This is the Lark we drove to Puerto Limon and which served as a distraction during our commando raid! We will be showing you how she went from being a '60 Lark to being a '60 Lark with 4 WD capacity..... Next set of blog posts.... This is a "before" picture, taken in San Diego, CA. 

Commando Raid AKA Getting Unimogs out of Puerto Limon, Costa Rica

Rule #1: It is never as easy as you think.
Postulate #1: I already thought it was going to be difficult.
Result #1: My expectations were met and exceeded.

Following are excerpts from my report on the Unimog extraction mission performed at the port of Limon, Costa Rica on April 19th, 2006. A full report has been submitted to my superiors at headquarters.

Definition of Unimog: A rugged 4wd off-road vehicle built by Mercedes Benz, frequently utilized for military use. These particular target vehicles were Danish Army 416’s, retirees, with low mileage and great maintenance. They were diesel engine trucks, perfect for travel in Costa Rica.

April 19th, 2006

Wednesday, 0300 (3 AM) - First Leg:
I left the Nicoya peninsula in the middle of the night, driving Old Blue, our ’81 Land Cruiser. My first destination was Puntareñas, where I was to meet Jimmy and two hired drivers. Our plan was for all of us to pile into the Studebaker Lark wagon, making the trip in style, across country. The trip to Puntareñas was uneventful. I arrived to my destination point early and in time to enjoy desayuno (breakfast) at a Soda (small restaurant) which had just opened.

Wednesday, 0630 - Unit Formation:
Met Jimmy and the two drivers (Don Hidalgo y Adrian) at Claymore Self-Storage/Bodegas (where we have our Lark stored and Jimmy works). Jimmy had prepared the Studebaker the day before and she was looking sweet and ready to roll! Swapped Old Blue for the Studebaker. We all shook hands, piled into the Lark, and were off. Or so I thought….

Oh- did I mention that Jimmy belongs to Costa Rica Full Carry- and is of the persuasion that owning and carrying firearms is a Costa Rican right? We were equipped with a fully loaded .38 firearm safely tucked under my front passenger seat position in the Lark. It may have been her first intimate contact with a firearm.

0700 –0 745 AM - False Start:
Traffic was heavy this first 30 minutes, going up the hill to rim above the capitol of Costa Rica, San Jose. We worked our way up into thick traffic and were nearing the top, and suddenly Jimmy cursed and shouted, realizing he’d left the Studebaker registration documents at the bodega. We took a vote, Jimmy definitely wanted to go back, I was for just going for it, and the two drivers didn’t really care either way. But you have to know about Costa Rican law and bureaucracy. They are sticklers for the correct paperwork. Jimmy was right. If we had not gotten the papers, we’d have been stopped and ticketed. It’s not uncommon here. Keep this point in mind as our Blog progresses.

0745-0830 - Retreat:
Drive back to the bodega for the papers.

0830-1030 - Second Leg:
Re-departure, with papers. Traffic was a lot heavier this time. We inched our way up the hill. Made it into San Jose safe and sound, not having been stopped, of course. We drove into La Uruca (an area outside of San Jose).

1030 – First Casualty:
We stopped here to gas up and to check the Lark’s fluid levels. It was a warm humid day and everyone got out for a soda. I went around front and lifted her hood and proceeded to give her a visual inspection. I wanted to check the coolant level. But I was worried because the engine was hot. As you probably know, it is very dangerous to check an automobile cooling system when it is hot and under pressure. I squeezed the upper radiator hose to test for cooling system pressure. It didn’t appear to have too much pressure. Thinking of safety, I had installed a lever vent radiator cap. I lifted the lever vent, and no pressure escaped. Having checked the hose, feeling no pressure, and lifting the lever vent, I concluded there was no pressure. I went straight to opening the radiator cap. I promptly copped a face full of hot, scalding coolant. Imagine my surprise! I stood there and replayed the whole scenario and what had happened. I was astounded I let myself get burned like this. It started to hurt immediately. I rinsed the coolant off with water and I couldn’t tell yet the area of the burn exactly. Just that it was around my face, nose, and mouth. I re-inspected the lever vent and there was my answer. The lever vent device had failed! While there was not excessive pressure in the cooling system, there was enough for me to burn myself. For the rest of the mainly hot, humid and uncomfortable trip I was constantly aware of my burned, throbbing face. The only time I didn’t think about when I was engaged in conversation with others.

1100 - Mission is “a Go”
We all re-loaded back in the car. Next stop: Puerto Limon on the Atlantic coast of Costa Rica. Keep in mind I started from the Pacific coast at 3 AM. Before leaving, I called our attorney’s office for Adventure Motors and he confirmed that we were “all clear” to pick up the Unimogs- for paperwork, etceteras.

1100-1300 - Crossing High Lands and Low Lands
The drive to the Caribbean/Atlantic coast passes through an amazing forest reserve. We climbed the mountains out of San Jose and it was cool and breezy and had amazing views of the jungle, different flora and fauna in that region. After passing through the forest reserve, we drove a down grade of miles and miles. We finally hit the flatlands where we entered into gigantic banana plantations. It was a long, uneventful stretch through the flatlands. We all passed into our own contemplative states, and not much was said for at least an hour. I thought of my face.

1300 - Mission Thwarted
We arrived in Puerto Limon, hungry. We asked for a few directions and found our way to the Caribbean coast. It was hot and muggy in Limon. Parked the car outside of a nice restaurant. I had Jimmy park it where I could keep an eye on during lunch, as it doesn’t have locks, and is an eye-catcher here. We had been told that this restaurant was one of the best in town. Whoever told us that was half-right. When we were finally served, the food was great. The service left a lot to be desired. Up to now, the boys and I were feeling great. We had powered all the way across country and just had a very satisfying lunch. And we were excited to pick up these Unimogs and head on home.

While finishing lunch, I received a call from our attorney. Everything was great until he called. What he said to me was:

“Rick, I’m sorry to inform you that there is a problem. The customs workers at the port have been operating a work ‘slow down’ for the past three or four days. They are complaining about their pay. I have just heard a report that there has been rock throwing. Police and riot teams are responding. It is completely unsafe and you cannot pick up your trucks today. I’m sorry, it’s not your fault, it’s not my fault, but it is something that can’t be helped. I’ll call you when you are able to pick the trucks up, but it won’t be today.”

Well, imagine my disappointment! We were basically dealing with an aggressive pre-strike situation. Jimmy and I talked it over, and we were both of the same idea: that we should not give up on this. Heck, I had hired these guys, driven across the country, and got myself burnt! I was hot, sore, and fatigued. I did not want to go home empty-handed. So we made up a plan. We decided if we could just go to SEE the trucks that would be something. I wanted to see what they looked like, check their condition after shipping from Germany, check the fluid levels, kick the tires, you know… and maybe, just maybe, steal them out of their prison.

1430 - Commence Operation Commando Raid
The attorney had informed us that the trucks had actually arrived in the port of Moin, a few minutes from Puerto Limon. It is a port with facilities for accommodating larger ships, like the one which had brought the Unimogs. We took the coastal road from the restaurant. And wound our way north and east towards the port. We topped a hill and there below us on the ocean side, to our right, was the port facility. It was big, barren, with very little activity, and completely surrounded by a 10 foot chain-link fence with razor ribbon topping. We continued along the road, which was also along the fence line. Up ahead appeared the entry, and we re-formulated our plan amongst ourselves. Jimmy rechecked his firearm. As we pulled up to the guard shacks, it was obvious that there was something happening. There was very little traffic and numerous armed guards at the shack. Jimmy spoke briefly with one of the guards who was armed with an automatic rifle. He said the right things and we gained passage. Over to our left, we spotted our targets (see photo of: Orange, Yellow, and White Unimogs).

1500- Full Out Action:
In the next few minutes, things happened very fast. We drove to where the Unimogs were. The trucks were being completely swarmed over by people I didn’t know. The truck doors were all open, one of the engines was running, and people were standing around them, looking at them and climbing in and out of them. I couldn’t tell who was friend or foe. I picked out two guys; one looked like an attorney, or legal type. I quickly determined that this was my man, my customs broker: Rolando. The other guy was the customs authority. As it turns out, all of the other guys were also customs authorities of different ranks. In quick order, we had to get the trucks out with all due haste. Rolando told us: “Get the trucks out, right away.”

All of the customs fees had been paid and all of the paperwork completed. Some of the customs authorities were saying the trucks were not ready to leave. This was their method of enacting their slow down. They wanted to thwart our operation for their own objective: POLITICS! In addition, two of the trucks were missing keys! The port officials had misplaced the keys. That’s why only one engine was running! I got Jimmy into the one that was running, the White truck, and had him go drive it, to learn how to shift it (these particular Unimog 416’s have numerous shift levers for different operations. Also they have 4 reverse gears and 8 forward gears).

I started working on the possibility of hot-wiring the other two, keeping an eye on the Studebaker, which was currently drawing a crowd. Good distraction. It seemed like only a few moments had gone by, when Rolando approached me with a worried look on his face and told me: “You have to get these trucks out Now, Now, Now!” Some authorities were telling us we couldn’t go, while Rolando was saying we were clear. There was no time. I had to move quickly against the wishes of some of the authorities to accommodate Rolando, the authority who was in agreement with our objective. I flagged down Jimmy, who was thoroughly enjoying himself, doing donuts in the port parking lot. I told him to drive the White truck out immediately. He proceeded with trepidation, to the gate, while I went back to the other trucks. No need for the .38 yet.

The head port authority guy appeared with one more key for me. He was on our side! I tried it in the Yellow truck, but the key would not turn the ignition. I hopped out with the key, ran to the Orange truck, and voila! One more truck running! I put one of the other drivers into Orange and sent him out, hoping he’d make it through the gate, as had Jimmy just moments earlier. I went back to Yellow, again, investigating what it would take to hot wire it. All around Yellow, there were four of the customs authorities; all trying to make it very clear to me that the truck would not be leaving. By the way, this is all in Spanish, which I am learning. Luckily however, I am trained to read body language and intonation. I replied with a practiced “no comprendo”. I looked up, and saw that the two trucks which had made it to freedom were doing donuts outside of the compound. Still, I needed a solution for getting Yellow out of there, and I needed it fast!

1530 - No Man Left Behind!
I shouted out for Jimmy, to have the third driver bring me Orange’s key and pass it through the security fence. I was going to make this key fit. I had no diagnostic tools, no information, nothing for the purpose of hotwiring this thing. That other truck’s key was my only chance. The clock had stopped ticking by this point. Remember, the first time I tried this key on Yellow, it did not work. And, all around me was pandemonium! There were men blocking my every move, trying to tell me I couldn’t take the truck out of the compound. Jimmy trotted over with the only key we had. I faked a man with a false start to the left and went to the right and met Jimmy at the fence. White has something different, it’s not really a key, it’s a military ignition switch and it would not work with either Yellow or Orange. It had to be THIS KEY-as it was the ONLY KEY. I glanced at the Lark and formulated a plan to sprint to the car, if needed, for escape or protection.
I went back to Yellow with the intention to drive the sucker out of there. I put the key in, pressed, shook, wiggled, and by gosh, it finally turned! I got it running, dropped it into reverse to back it out, careful to not make eye contact with the customs authorities surrounding the truck. I backed it out of the spot and headed for the gate. So far, so good. Two down and just one to go! This time it was my turn to drive a truck through an armed and guarded gate. Jimmy had come back in and was covering my back with the Lark, by driving right on my tail. Unlike the customs authorities, the heavily armed gate guards took a cursory look at my papers and waved me on. I was through! I pulled the truck forward and parked it next to the other two.

1545 - Mission Accomplished
With all three trucks outside the compound fence I thought we were home free. The four of us were standing around, admiring the trucks and congratulating ourselves on having escaped the customs compound without major incident. As we were standing there, Rolando, our customs broker, jogged over from the compound. And he told us, in no uncertain terms, “You have to get out of sight and away from, the customs compound, fast!”

Quickly, I scanned the compound. There were no immediate threats. No guns pointed at us, no men running our direction. We all hopped into our respective vehicles, Jimmy took the Lark and the rest of us took the Unimogs and we headed to nearest gas station as a convoy. How did we do this with only 2 keys (one military key, one regular key- three trucks)? We found out that while Orange was running, we could pull the key out and keep driving it. With that find, we made our way to the gas station. We checked fluid levels while Jimmy got a copy of the key made. We made it, with not a moment or key to spare!

Our trip home was not uneventful, but after having made it out of the commando raid alive and getting trucks out of customs when it looked like it was going to be impossible, the events on the homeward journey were tame by comparison. Again, a full report to head quarters is on file. For this abbreviated record, no shots were fired and there was only one casualty.