Tue, Oct 13, 2009

The sun was directly overhead when 92 year-old Theodore Gaillard Pinckney’s “good eye” caught a gleam through the dining room window. He balled up his napkin, abandoned his wife and dining companions, and to set out to find his disposable camera. Sunlight had bounced off a chrome bumper in the parking lot of their retirement residence in Durham, North Carolina. It could mean only one thing, the mint green, 1958 Chrysler Imperial was back. Pinckney cut his camera search short and rode the elevator to the ground floor. He found a residence director with a camera willing to do the honors. They had to hurry. No one had seen the car drive up. The owner could just as easily climb back in the Chrysler and drive away before Pinckney, a heart patient with diabetes, could reach it.

 And it wasn’t just the car Pinckney wanted photographed--he wanted to pose next to it, hand on a fin. He wanted to lean against the freshly waxed exterior, his cap cocked to one side, foot braced on the curb, and appear for all the world as the beauty’s proud owner.

That Pinckney could feel kinship with a stranger’s car is understandable. It’s not so much the nostalgia he feels for style or design.  Nor is it a pining for by-gone days.  His fascination lies under the hood. Engines were simpler back then. Gears were finely engineered. The sounds of whirring, mechanical pumps clicking, and the smell of grease, oil and gasoline – all rise from his DNA.

  Pinckney was 12 years old when he forfeited a day of crabbing beneath live oaks and hanging moss on the banks of historic Beaufort Island, South Carolina. That day he would accompany his father to work.  Roger Pinckney IX was the owner of Pinckney Well Drilling and Pile Driving Company of Beaufort, South Carolina. The senior Pinckney, a slight man, had a giant’s reputation after building a house in nearby McPhersonville for his entire family—at the age of 16.

His father could do anything, it seemed. He built docks and bridges. He even rescued sunken boats. “Storms would come along and wash barges and boats [into the waterway],” Pinckney remembers. “Paris Island had a big barge and it sunk.  My father took the job to raise it.

The senior Pinckney’s reputation and interest in pumps and underwater work had probable roots in his father’s legacy. Roger Pinckney, VIII, according to family legacy was a “potential” crew member on the legendary 40 ft. submarine, the H.L. Hunley.

http://www.history.navy.mil/branches/org12-3.htm This Roger Pinckney had been a civil engineering student at the State Arsenal of Cadets in 1860 and joined the Confederate Navy when South Carolina became the first state to secede from the Union. Pinckney was assigned to the recently built C.S.S. Chicora  in Charleston in 1863.  Then word went out that the disaster-plagued Hunley had a mission so dangerous that no assignments were being issued. The call was for volunteers, small volunteers.  The sub was reported to have only five feet of standing room. Pinckney stood 5’2”.

A coxswain had already been selected, and eight men were needed to operate the ballasts and propel the crankshaft. A long line of potential crewmen stood waiting.  Any man wanting to volunteer was asked to take one pace forward. According to the story Roger Pinckney, VIII told his grandchildren, the entire line took one step forward. Pinckney was number nine, and was thus “spared by one count.” (collected in Roger Pinckney of England and South Carolina by Ellen Gray Hawkins.)

For years, a museum dedicated to the Hunley and located on Broad Street in Charleston, displayed a replica, diagrams, and information on the fore and aft hand-pumped ballast tanks used for submerging and surfacing the sub. The Pinckney offspring knew the story by heart.

Yet, asked how his father, a generation later, could raise barges and do such underwater work,  Gaillard Pinckney looks surprised; then, raising his startling three-inch eyebrows says:

class="MsoNormal" style="margin: 0in 0in 0pt;">“He put a bucket over his head! His wouldn’t let his workers do it -- he did all the underwater work himself.“

When Roger Pinckney, IX wasn’t drilling wells or building docks and bridges, he was  moving houses on rollers, building seawalls,  and repairing gasoline engines. Then there were the family cars to maintain.

“My father had a Lexington, a 6 cylinder touring car. A 1922-23 model. My older brother had a 1929 Moon coup, also a 6 cylinder. My aunt gave it to him as a gift. He painted it silver and put a sign on the spare tire cover that read, ‘Roll on You Silver Moon.’”

 Cars became not only a major source of entertainment for young Gaillard Pinckney, but would one day supply a steady source of revenue. His brother in-law gave him his first, a 1922 Ford Model T, CD (Center Door).  The only door was on the passenger’s side in the back seat!

“It had no license tag,” Pinckney says,  “I was 17 years old and drove it around in the woods.”

Then came The Great Depression. Young Gaillard Pinckney’s tutoring ended when, like many other South Carolina businessmen and planters, his father was forced to seek work in another state.  Gaillard Pinckney found work near home soliciting dry cleaning between Beaufort and Yemassee, South Carolina. For this, he needed a larger car. Before long, he spotted just the thing.  A 1927 Dodge Brothers, perfect for hanging customer’s clothes in the back seat. But it was parked in a preacher’s garage. The preacher had paid $20 for the car, but was willing to let it go for $18. The younger Pinckney had struck his first deal.  Soon, he was bouncing down the dirt road between the two towns. http://www.youtube.com/watch?v=4av9a7zVirg&feature=related

Gaillard Pinckney loved the car. “It had a Star of David on the grill.  The gear shift was the reverse of a standard gear shift.  And the generator and the starter was a combined unit.” http://www.youtube.com/watch?v=U8r7wPT5P30&feature:related The Dodge Brothers had competed with Ford’s Model T, and was generally viewed as an upscale choice. Pinckney’s version had four cylinders. He soon sold the Model T for $10.

Eventually, Pinckney traded in the Dodge for a ’31 Plymouth. “It was free-wheeling. You didn’t have to use a clutch to change gears.”

Later, he purchased a 1928 Model A Ford—the first year the Model A was built. “I bought it from a friend’s father in 1939 for $50. Somebody offered me $75 for it, so I sold it.”

Next, he bought a 1934 Ford that had been in an accident, “It was a two-door Ford. Painted the wheels Catawba Yellow. Then I bought a ‘33 Chevrolet. Left front wheel was bent, and an axle was bent. Had to straighten it out and put a wheel on it. Painted it blue, with green wheels and white sidewalls tires. It looked good. That was 1939. Sold it for $135. My sister had a ‘33 Chevrolet that was in bad shape. I swapped her for the ‘34 Ford. Traded her car for a 1937 super deluxe four-door sedan Chevrolet. 18,000 miles on it. Paid $600.”

When Gaillard Pinckney and his brother Roger returned home from WWII, they found their father in declining health. Roger took over the pile driving business, and Gaillard, the well drilling and pump repair. Gaillard Pinckney didn’t have a wife until 1953, which gave him plenty of time to indulge his car and government surplus interests.

“After WWII, I bought more surplus from the government than any other man in Beaufort County. I bid $350 on an amphibious tank. I wanted it for a toy. I was highest bidder, but the government rejected the bid and withdrew the tank. So I bought a Military Half-Track combat vehicle, bullet-proof steel all over it. It had a Big Diamond T truck engine in it. Had wheels on the front and tracks on the back like a tank. I used it to help move houses. I bought two Russian Jeeps—one and a half tons each. The U.S. had built 50,000 for Russia during the war, but Russia rejected them. The U.S. used them around this country in airfields. Both had been wrecked. I jammed two of them together and made one vehicle.”

During a career that spanned 40 years, Gaillard Pinckney finally surpassed his father’s record for drilling over 5,000 wells in Beaufort County. He continued to repair some of the pumps he sold well into his eighties.  He outlived two wives and today, lives with a widowed childhood sweetheart he married and moved from Beaufort three years ago for health reasons.  He misses Beaufort. Left behind is his home, a 1941 Hudson he bought brand new, and a 1971 Toyota, which sits unattended on an unused commercial property owned by a friend.  In his front yard, a rotary engine Mazda from the ‘70s lies buried beneath a tarp and thick blanket of moss and leaves.

Fortunately, Pinckney moved a partial collection of his favorite miniature cars to Durham. They range from a 1903 two-door Cadillac, to a 1941 Plymouth and 1971 Dodge Challenger. His favorite: a green, 1935 Deusenberg SSJ roadster. “ It was top of the line then,” he says.

But the collection isn’t enough. Once a month Pinckney tells his wife, “I’ve got to get back down there. “ He thinks about the Hudson and sighs. “I’ve got so much to do.”

By M.Dee Dubroff   Thu, Oct 01, 2009

This cool cat has his or her eyes fixed on the road, which is always a good thing. Paws seem secure on the steering wheel as well, which when a cat is driving is as good a place for them to be as any. But where did the steering wheel come from? Has it always been a part of cars?  The answer is no. The first automobiles were steered via a tiller (lever attached to a post) and it wasn’t until 1899 that Packard introduced the steering wheel on the second car they built. Within a decade, the steering wheel replaced the tiller in all standard automobiles. By then steering wheels were...the cat’s meow!

http://en.wikipedia.org/wiki/Steering_wheel

Image URL:

 www.octorok.com/archives/000393.php

By Christopher Smith   Tue, Nov 24, 2009

While automobiles of the early 80s were often unreliable mosaics of old-school engineering and fledgling computer technology, by the middle of the decade manufacturers were finally starting to get a few things right. More important to auto enthusiasts however, was that automakers were finally unraveling the secrets of making horsepower while staying within the confines of government-mandated emissions regulations. The key component to this new age of horsepower was a not-so-secret bolt-on item called the turbocharger, and by the mid-80s it was everywhere.

Smaller turbocharged engines were actually quite popular the world over, especially in Japan, where manufacturers were launching a fairly substantial offensive into the U.S. auto market. Detroit automakers followed suit, gambling that the American love affair with V-8 power and biblical amounts of torque would be literally whooshed away by forced induction, but they were wrong. Manufacturers quickly discovered that buyers preferred throaty V-8 cars that felt fast as opposed to the falsetto burble, peaky power curves, and turbo lag of small turbocharged offerings that actually were fast. Import manufacturers on the other hand stayed with smaller four and six cylinder turbo power plants, and their efforts during this pivotal time would ultimately play a part in creating the now popular Japanese tuner cars of the 90s and early 2000s.

Looking back on the 80s, the period from 1984 through 1986 represents the peak of the turbocharger frenzy, and though the return of naturally-aspirated performance was right around the bend, boost was king for a few short years.

1986 Dodge Omni GLH

When it comes to ‘80s turbocharged cars, nobody can top Chrysler. They didn’t have the most powerful boosted rides of the decade, but they did boast the widest turbocharged selection of any manufacturer. Thanks to a helping hand from tuning legend Carroll Shelby, there were some real screamers in the lineup. Various incarnations of the Chrysler 2.2/2.5 liter turbo four cylinder powered everything from sports cars to sedans, minivans, and compact cars like the little Dodge Omni hatchback.

Outfitted with the venerable 2.2 liter turbo, the Omni’s svelte 2,200 pounds made good use of the available 146 horsepower, but the 175 horsepower GLHS version from Shelby created a mini-monster that could outrun—and out handle—many bona-fide sports cars of the day, including the Chevrolet Corvette. Call it the ultimate sleeper, call it a practical hatchback, but don’t call it a slow sub compact.

Where are they now?: Despite the Shelby relationship, the GLH is still a Dodge Omni at heart and that’s not exactly an inspiring thought. Even a low-mile, ultra-rare GLHS edition in excellent condition will struggle to top $5,000, with standard GLH cars coming in for pennies on the dollar. The real challenge here is finding one that hasn’t been beaten down or heavily modified. Still, these cars have a following, and as they approach 25 years old, values on the nicer examples have the potential to rise.

1986 Nissan 300ZX Turbo

The Omni’s boxy shape is the antithesis to the sleek, aero lines of the 300ZX, and while the naturally-aspirated 3.0 liter V-6 provided a respectable 160 horsepower, the 200 horsepower turbocharged ZX was the car to have. It didn’t come cheap however; a fully-loaded ZX turbo (which included such amenities as adjustable suspension, power everything, heated mirrors and automatic climate control) approached $23,000, elevating the ZX uncomfortably close to Corvette territory. The 1986 model received extra flash in the way of fresh ground effects, fender flares, and bigger wheels, making it a bit more ‘80s in terms of style, and it also utilized the improved turbo design from the 1985 model year. It was a fairly comfortable cruiser as far as sports cars went, but its abundance of creature comforts and technology added weight, and that detracted from the car’s handling prowess. Even with all the techno gadgets, aero styling, and turbocharged power, it was very much a cool sports car for the day.

Where are they now?: The Z31-series 300ZX cars enjoy enough of a following to help keep prices out of the basement for the most part, though well-used, non-turbo cars are fairly plentiful and going for as little as $2,000. Expect a well-kept, low-mile turbo ZX to fetch upwards of $10,000 however, and as these cars age, that figure is only likely to continue rising.

1985 1/2 Ford Mustang SVO

When the SVO appeared in 1984, it was a completely different Mustang from its GT stable mate, offering interior upgrades, a unique aero look, adjustable suspension, four-wheel disc brakes, and most importantly, a turbocharged/intercooled 2.3 liter four cylinder engine. Despite being a fabulous all-around performance car, Mustang buyers of the day preferred the twist of the venerable 5.0 liter V-8, which ultimately produced a bit more horsepower (210 versus 205 for the ‘85 1/2 SVO,) and a lot more torque for less cost, so the SVO was discontinued after 1986.

In spite of the slight power disadvantage, the SVO was an equal to 5.0 ‘stangs in straight line drag races, and it positively ran circles around them in the turns, all while offering a unique look and impressive driver amenities more in line with higher-end automobiles. To this day, many Mustang aficionados label the SVO as one of the best handling factory Mustangs ever, and despite a production run of only 3 years (’84-’86), it occupies a valuable position in Mustang history.

Where are they now?: Fox body Mustang fans love the SVO and it’s poised to become one of the most collectible ponies of the Fox body era. The rare-of-the-rare is the mid-year 85 ½ SVO of which only 439 were built. They were also the only SVO model to receive the 205 horsepower version of the 2.3 turbo, and as such, prices for excellent condition examples run in the $8,000 to $10,000 range, with other SVOs close behind.

1985 Merkur XR4Ti

No ‘80s list would be complete without the goofy looking car with the goofy name. The XR4Ti was Ford’s attempt to import its European Ford Sierra and market the car as an upscale, rear-drive performance coupe. As such, the Merkur had a well-appointed interior with competent road manners, and with the Mustang SVO’s turbocharged four cylinder engine (sans intercooler) it produced a lively 175 horsepower when equipped with the five-speed manual transmission, or 145 when mated to an automatic. The car was handicapped however by love-it-or-hate-it looks (which most people hated), a model name that sounded more like a classified CIA missile system, a manufacturer brand name that had no established reputation, and a price tag that elevated the car into a class with foreign manufacturers that did have established reputations. The slow-selling XR4Ti with its biplane rear spoiler would last just four years before Ford axed the Merkur brand, but over the years the XR4Ti has regained some ground with enthusiasts looking for a unique performance bargain.

Where are they now?: Despite a small cult following, it’s unlikely the XR4Ti will ever become a hot commodity, or even luke warm for that matter. Book prices for excellent examples barely top $3,000, and there’s no real indication that they’ll be rising anytime soon.

1986 Dodge Conquest / Mitsubishi Starion

Not all turbo Dodges of the ‘80s were of the 2.2 liter, front-wheel drive variety. In the case of the Conquest, Chrysler struck a deal with Mitsubishi to rebadge their rear-drive Starion coupe and sell it under the name Conquest, and by 1986 the sleek and sexy sports car had sprouted a rear wing, flared wheel arches, an intercooler, and 176 boosted horsepower from a 2.6 liter turbocharged four cylinder engine. The result was a muscular 2+2 sports car with great handling characteristics, a luxurious interior, and enough punch to be entertaining. As was the case with most of the Japanese offerings however, the Conquest was saddled with a price tag a few thousand dollars over the V-8 powered Ford Mustang and Chevrolet Camaro, making the slower Conquest a tough sell in the mostly rear-drive domestic performance market. Regardless, this first step in the Chrysler/Mitsubishi relationship was a positive one, and it ultimately led to more performance combos such as the Dodge Stealth/Mitsubishi 3000GT, and the extremely popular Eagle Talon/Mitsubishi Eclipse.

Where are they now?: By the book, the Conquest sells for just $3,000 in excellent condition, though the rarity of these cars and a devout enthusiast base should elevate the low-mile survivors to at least twice that amount. As with many turbo cars of this era, the challenge is finding a true stock survivor, and there aren’t many Conquests left in the market to choose from.

1985 Ferrari Testarossa

The only non turbo car to grace this list also happens to be widely recognized as the definitive exotic supercar of the 1980s. Debuting in 1984, the Ferrari Testarossa wowed the motoring world with its wide haunches, massive side strakes, and gaping engine intakes, making it an instant pin up car in boy’s bedrooms around the world. Its mid-engine design featured a 4.9 liter, 48-valve flat 12 engine producing 380 horsepower, and its six figure sticker price ensured the Testarossa would remain a product of Wall Street tycoons and overzealous rock stars. And then of course there was Hollywood, where the Testarossa’s flashy machismo was a perfect fit for narcotics detective Sonny Crocket on the definitive 1980’s crime drama Miami Vice. Never mind that the Testarossa’s rearward visibility was similar to that of a Mercury space capsule, or that its rear biased weight distribution and steamroller rear tires didn’t allow for the best handling characteristics. In a decade where it was better to look good than feel good, the Testarossa was a superb supercar with just the right amount of outrageousness to make it an ‘80s icon.

Where are they now?: Many exotic car enthusiasts view the Testarossa as one of the must have Ferraris of all time, and as such, it has fared considerably better than other mass produced Ferraris of the ‘80s. Expect to shell out upwards of $70,000 for a pristine Testarossa, with well used models still fetching $30,000 to $40,000.

Turbocharged cars ruled the mid ‘80s, and while the turbo craze didn’t last, boosted cars would ultimately take top honors as the performance kings of the decade. Naturally aspirated power was on the rise however, and before the final curtain call for the Decade of Excess, some of the quickest cars since the classic musclecar era would prowl the streets.

Next time: Cars of the late ‘80s.

By Benjamin Hunting   Tue, Nov 17, 2009

There are certain types of collector cars that have taken a different route to their current sought-after status, one which didn’t involve being celebrated in automobile magazines over the decades since their production.  These vehicles by their very nature flew under the radar, enjoyed by only a select group of hobbyists until a particular set of circumstances combined to bring them into the spotlight.

Station wagons are a perfect example.  To most growing up during the 1950’s and 60’s, station wagons were quite simply family transportation, designed to get from point A to point B carrying as much luggage and kids as could possibly be crammed into their cavernous interiors.  Wagons lead a hard life, logging tens of thousands of road trip miles wherein abuse was inflicted upon them at the level only children are capable of achieving.  When it was time for these loyal beasts of burden to be retired, they were most often worn out and used up, destined for scrap yard duty or perhaps one more turn around the used car circuit.

The important thing to keep in mind about the rough tour of duty served by most station wagons is that it means good examples are much rarer than their sedan counterparts in the marketplace.  With so many having been driven into the ground, a well-preserved example has become somewhat of an uncommon discovery at car shows and auction blocks across the country.  This is combined with the fact that some wagons have become very desirable due to the unique features or low production numbers associated with the model.

A prime example is the Studebaker Wagonaire.  In the early 1960’s Studebaker was searching for a way to expand its small car lineup without spending a ton of cash.  The idea of building a wagon on the existing Studebaker Lark platform was appealing, but in order to differentiate the car from the competition, designer Brooks Stevens decided to incorporate a retractable steel rear roof that could be slid open to transform the wagon’s cargo area into something resembling a pickup truck bed.  It was even possible to specify a Wagonaire with a third row of seating that faced out the back, enabling children to ride under the stars with the rear roof in the open position.  This unique piece of wagon history was available between 1963 and 1965, and was heavily advertised by Studebaker with images of families pitching camping tents in the cargo area and even fishing out of the back.  A little known fact is that the Wagonaire could also be dressed up with special R-series performance parts sourced from the Avanti sports car, which had the potential to turn it into a potent power wagon.

My father picked up his own Studebaker Wagonaire this past summer, almost by accident.  While traveling to Maine from Quebec to check out a 1962 Studebaker Hawk that had been advertised by the Goldenrod Garage, he was disappointed to discover that the pictures he had seen on the internet hadn’t been detailed enough to show the massive rust holes throughout the vehicle’s entire floor.  However, parked right beside the Hawk sat a Sea Mist Green 1963 Studebaker Wagonaire with a V8 engine and a three-speed with overdrive transmission.  My father fell in love with the unusual wagon on the spot, and loaded it up on the trailer to take it home.  Like all Wagonaires it does leak a bit in the rain (Studebaker introduced a fixed-roof option to combat this tendency), but the car has been a hit at regional shows, as well as a practical and fun vehicle for long distance travel.

There are a few other classic wagons out there that have caught the eye of collectors thanks to their innovative designs that set them apart from the rest of the pack. 

The long lived Oldsmobile Vista Cruiser (1964-1977) was so named due to its glass panel roof that gave second and even third row passengers an unimpeded view of the sky overhead.  Popularized by the sitcom “That 70’s Show”, the Vista Cruiser is today a relative bargain for wagon-hungry antique car fans. 

Far more rare is the Willys Jeep Wagon, coincidentally also designed by Brooks Stevens long before he was tapped by Studebaker to helm their efforts.  The Willys combined the rugged four-wheel drive platform of the standard Jeep with a wood or steel wagon body that was like nothing else available at the time.  Production started in 1946 and continued on until 1965 when the much more modern Jeep Wagoneer (which had debuted in 1962) took over the reigns.

The decision to walk a different path when it comes to a classic automobile can often be quite rewarding.  Being able to attend a local event in a unique wagon and know that it is unlikely that you will encounter anyone else there with the same exact vehicle can be a great feeling.  Your vehicle’s presence will more than likely to trigger a flood of family-related memories from anyone who happens to catch a glimpse.

By Car Chat Guy   Tue, Nov 03, 2009

The home featured in the famous 1986 movie 'Ferris Bueller's Day Off', is actually on the market, a 5,300 square foot, four bath, three car garage, less than a half hour from Chicago, listed at $2.3 million by Melodee Hughes of Sotheby’s International Realty. It is at risk of being torn down, Landmarks Illinois officials say, because several inquiries have been made regarding the demolition of the house and a possible lot split

It joins many other homes for sale, however it is an amazing architectural and cultural treasure. This is a unique property designed by A. James Speyer and David Haid, both notable architects of the 20th Century. It is also known by more people for being the residence of Ferris’ anemic best friend Cameron, as well as his father’s “so choice - If you have the means, I highly recommend picking one up” red 1961 Ferrari 250 GT California, of which, according to Cameron “less than a hundred were made”, but actually 104 were produced. The car, which was specifically designed for the American market, and had more horsepower than its European originator.

The most memorable moment of the film, at least for car enthusiasts, may be after a self-guided field trip adventure by the kids in Chicago, parking attendants take the car for a joyride. In order to turn back the odometer so Cameron’s father won’t notice (back 204.5 miles according to Cameron) so his they jack up the car and put it in reverse (anyone know if this is possible in real life?). While this is happening Cameron flips out on during a tirade about his dad, kicking the front fender, sending his father’s beloved treasure thru the glass walled garage and into the ravine below.

The scene stills makes me flinch! Three fiberglass versions of the Ferrari using an MG chasis, were used in the film, using smoke bombs to make it seem more devastating. During one of the takes, the fiberglass hood ripped (something that an original would not have happen), but it was concealed with a tree branch. The producers received several angry letters from movie goers thinking a real Ferrari had been destroyed.

The owner of the home at the time reportedly received a $25,000 fee for the use of his home for the scene. The car actually ran on a track to insured that it would not damage the structure of the garage, and merely sail through the glass window.

The glass walled garage doubled as an art gallery, but there is also a separate two-car garage for cars that are daily drivers.

By John Garrison   Mon, Nov 02, 2009

In 1971, Chrysler unveiled the third generation of B-Body cars. The company needed a replacement for the Superbird and Daytona, which had been banned from the NASCAR tracks. The Charger 500, which had taken their place, needed refinement for aerodynamic performance. The result was a car with sweeping fuselage-like styling. While Ford and Chevy were cutting back on the horsepower of their production cars, Chrysler kept the powerful HEMI motor in production one more year so the motor could be used in their NASCAR machines.

One of the most interesting stories involving these machines involves country singer Marty Robbins. Marty Robbins wasn't a professional racer, and his car wasn't sponsored, but his successful singing career allowed him to afford the high cost of building and competing in NASCAR races, if only for a few races a year. He averaged three or four races a season and raced in 35 Winston Cup races total. Of those, Marty had six top ten finishes. His best was a fifth place effort at Michigan's Motorstate 400 in 1974.

Even if it didn't compete in many races, or dominate the ones it did compete in, Marty's Dodge invariably got the attention of fans. Extravagantly colored for its time, the purple and yellow #42 Charger stood out like a sore thumb. A lack of sponsorship gave Marty a more prominent place to paint his name on the car, rather than on the roof near the driver’s window, where the other drivers' names were. His name was plastered across the whole quarter panel!

On May 7^th, 1972, at Talladega Motor Speedway, Marty and his Charger put on the greatest show of their careers. Marty started the legendary race in ninth place, but troubles early on caused him to fall a lap behind. Citing troubles with his carburetor, with NASCAR's permission, Marty pitted to have it replaced. After the pit stop, Marty and number 42 came alive. The Dodge Charger lived up to its name and “charged” through the pack and making up for the lost lap and then some. Robbins finished the race in 18^th place, but in the process of making up his lost lap passed some of the biggest names of the day. The crowd watched in awe as the brightly colored Charger flew past legends like Buddy Baker and Richard Petty.

After the race, NASCAR officials were so impressed at Robbins amazing comeback attempt that he was informed that he was to be given the rookie of the race honors. Before the award could be given Marty Robbins discretely walked over to a race judge and suggested that he take a look at the carburetor on his Dodge. Upon inspection it was revealed that the carburetor was running without a restrictor plate. Marty Robbins' admission got him disqualified from the race along with a $250 fine. When asked how he felt about getting a fine instead of $1,300 in prize money, Robbins smiled and said that it was worth every penny to see the look on the face of NASCAR's top drivers as he passed them so effortlessly.

Another, nobler, Marty Robbins story occurred at Charlotte Motor Speedway in 1974. A multi-car accident in front of Marty left the track blocked completely by disabled vehicles. Selflessly, rather than hit one of his fellow drivers, Marty pointed his Charger into the wall. The car was traveling 160 mph when Marty purposely crashed it to avoid injuring his NASCAR heroes. Marty escaped the wreck, but suffered a broken tailbone, several broken ribs, two black eyes, and 37 stitches in his face!

To most of the country, Marty Robbins was a famous country singer who gave the world songs like 'Devil Woman' and 'El Paso', but the drivers he raced against in the Winston series had a different opinion of him. Perhaps Buddy Baker illustrated this point best. “I never thought of Marty Robbins as a country and western singer,” said Baker. “I thought of him as a race car driver.” That’s high praise to say the least.

In 1971 Buddy Baker and Richard Petty drove MOPAR’s factory sponsored B-Bodies, Petty in the #43 Plymouth Road Runner and Baker in the #11 Dodge Charger. Although that year was the last year of factory sponsored MOPARs, the model continued to find success on NASCAR tracks. Part of that success was due to the fact that many of the top drivers who were attracted to Dodge during its domination of the sport in the mid to late 60s had stayed with the brand. The third generation B-Body Charger remained in production until 1975. At that time, the Charger name continued, but was re-styled as a clone of the Chrysler Cordoba.

By Scott Golembiewski   Tue, Nov 24, 2009

Chevy

The inventor of the famous bowtie logo for Chevrolet was a man by the name of William C Durant, founder of General Motors and Chevrolet. Bill was most notably known for his multi-brand approach in creating a new line of cars with their own unique characteristics within GM. Each brand was symbolized by its own logo, but it was Bill who came up with the bowtie after being influenced by a piece of wallpaper that he saw in a Paris hotel.

Cadillac

The Cadillac logo was created based on the family crest for the man who founded Detroit in 1701.  Antoine de La Mothe, Sieur de Cadillac was a man who symbolized the self-made man which is what the Cadillac was intended to represent.  This was a symbol of success and good fortune where the owner of such a car was considered to have accomplished great wealth.  When you see the Cadillac symbol you immediately think of comfort, luxury and style.

Corvette

Corvette is a brand that stands for performance and since 1953 when it was first introduced in New York at the Waldorf-Astoria hotel. The logo had a checkered flag on the right and an American flag on the left symbolizing the ultimate in performance racing and built in a country that embraced this accomplishment. The Corvette logo had one problem, it had an American flag which at the time was illegal to use on products sold commercially. It was replaced by a new emblem and this time it sported a white racing flag along with a Chevy bowtie symbol and fleur-de-lis. Fleur-de-lis is a French symbol for peace and purity.

Ford

Henry Ford was a simple man when it came to his vision fo r the first gas powered car and its design, perhaps that's why an early employee of Ford named Childe Wills was credited as being a major contributor of the logo design. Mr. Wills must have seen an opportunity to use a little bit of design as the car came only in black. The Ford symbol and famous blue oval contains the letters FORD. It was in 1907 when Ford placed his logo on the first 1928 Model A. Over time the Ford logo has remained a symbol of not only the originator of the automobile, but the industry and its evolution. Ford's emblem has a ratio of 8:3 and its notably become larger on late model vehicles.

Buick

Buick's logo is of three shields that sit in a diagonal fashion and overlap each other. The use of shields in an emblem is quite consistent with other car logos likely due to their power and prestige. The pattern of the shields matches across each of the three but has color changes. The one on the left is red and the one in the middle is white, followed by a blue to symbolize the American flag and the US as the world’s most reliable manufacturer. The emblem was called the Tri-Shield and started appearing on vehicles in 1959, to include models such as the LeSabre, Invicta and Electra. The three shields were inspired in part by the shield of the Buick crest that had been on cars since the '30's. Even Buicks make for countries outside of the US still use the colors of the American flag, so Buick is a symbol of American pride.

BMW

The logo on a BMW is supposedly a symbol of a spinning propeller on a plane, the blades of the propeller aren't shown, but it is the symbol of how it moves air that is behind the Bavarian Motor Works logo. Without the propeller actually being integrated, the effect had to simulate the air movement so it used background colors of white and blue. The white being the propeller moving the wind, and the blue being the sky. It would mean that the propeller is moving at such a rate that all you see is the wind that is a result. BMW used to build engines for airplanes and that is why they incorporated the propeller into their logo.

Ferrari

Ferrari is a strong name that stands for exquisite and unyielding high performance. Its logo is a prancing horse, but not just any horse. The horse is a black stallion and is synonymous with exceptionally strong characteristics and breeding of perfection. The black horse is shown standing on its back legs with its front legs high in the air as if to say it’s victorious. The background is yellow and contains a shield with the letters S and F which stand for Scuderia (team) Ferrari. It has three stripes of green, white and red with recognition of the Italian flag at the top. The rectangular logo can usually be found on the hoods and on the front driver’s side fender.

Alfa Romeo

The history of the Alfa Romeo logo has ties to history from the 5th century AD. Its symbol is a coat of arms and was intended to protect the citizens of Milan from a serpent that supposedly devoured the people who entered the sea. The serpent was said to have been slain by Ottoni Visconti and his accomplishment was attributed to the origins of the Alfa Romeo logo. The history of the shield in this design can indicate that the vehicle is intended to protect its owner.

By Nate Waterfalls   Mon, Dec 07, 2009

The best way to learn about cars is to just do it.

That’s the mentality, or at least it was when my father grew up in the ‘70s. Although most kids I knew when I was 15 only learned about cars from video games, I’m glad I had someone to help me get to know my first truck inside and out before I was even legal to drive.

In the summer of 2004, as I was patiently waiting for my license the following spring, I began to play with the idea of buying my own vehicle instead of borrowing my parent’s cars.

When I found my diamond in the rough, I couldn’t refuse.

A farmer inmazda the area had owned the truck since new, but when the catalytic converter failed the emissions test, he parked it. At some point during its abandonment he had also managed to hit the bed with a tractor, which crushed one side severely. From what we could gather, that was the majority of the concerns.

The farmer had virtually no mechanical knowledge. “It’s scrap!” he said, and let my father haggle him down to $175 for the truck in cash.

My learning experience had begun. The box came off and I made two friends really quickly: the grinder, and the sandblaster. Harsh winters are cruel to small pickups, most of the other Mazda’s wound up in scrap yards with split frames. Mine had a solid frame and I intended to keep it that way.

I was lucky enough to find a parts truck at a local auto recycler, and for only another $300 I bought a new bed. It was in perfect condition, and the late owner had just happened to put a brand new exhaust on shortly before his passing.

Although for less than $500, I had pretty much built a reliable vehicle, I had time to wait before I could drive, so my father began teaching me some other valuable procedures like brake lines, and windshield replacement.

The following spring I had two things on my mind, my license, and painting the pickup. In March 2005 I was finally able to get my license, and as the weather warmed, I began sanding, and priming, and sanding… and priming.

In July of that year my father passed away leaving both me, and the Mazda project, pretty much sunk. I no longer had the guidance nor the enthusiasm I needed to finish it.

My family moved out of our big farmhouse with the workshop into a small townhouse with a one car garage. I took Dad’s truck, a ’98 Chevy C1500 with a hungry 5.0L V8, not a bad set of wheels, and the Mazda got put on the back burner.

In 2007, I graduated high school more interested in cars than ever. I spent all of my time in the technology departments, but I focused mainly on transportation.

I immediately began an apprenticeship in the automotive industry. I was hired at a Ford dealership, and got to do a lot of advanced work for a first year apprentice. I now had the facility, tools, and knowledge to finish what I’d started.

I spent the summer of 2008 driving a cobbled together Camaro, and decided to finish the Mazda for that winter because it had four wheel drive, and my car was a death trap and it was an unfinished task, and it was mocking me.

Dealer plates from the sales department brought the truck to our facility, and I began to chip away at it when the shop was slow.

Since the truck had been sitting in a barn for nearly two years, there were several new issues to be addressed before the truck would pass a safety test. Soon I had replaced all four shocks, the emergency brake cable, brake shoes and hardware, the fuel tank and fuel pump, the radiator, all the wiring to the rear lights, and I performed a full tune up.

With all the safety items green lighted, I insured and temporarily plated the vehicle in September and anxiously took my pride and joy for its first emissions test.

Although my hopes weren’t extremely high, the results were more dismal than I expected. It seemed that time had taken its toll on the once new exhaust, and it would have to be replaced yet again.

There was no getting around it this time, I was breaking down and buying a new catalytic converter which cost me about $250, more than I initially paid for the truck!

On a Friday morning when our shop was extremely slow, I went off the clock and decided I’d give myself the day to finish the exhaust. I started to entertain different ideas of making a custom exhaust, and immediately began thinking of ways I could fit something huge like a Mustang muffler on my little 4 cylinder.

Over in our body shop, a special edition “Midnight Black” ‘09 Lincoln Zephyr lay battered and broken from a collision, and was getting a new exhaust on warranty. The Zephyr is Ford’s 263hp luxury car, and this one happened to belong to the dealership owner. Not a bell-or-whistle was spared on this model, including the 3.5L V6, and the dual exhaust with chrome tips that was now mine.

Following an afternoon with the cutting torches and MIG welder, the dual exhaust system, which was once nearly as wide as my little truck, was now a foot and a half narrower, came to a Y-pipe and ran through my brand new cat.

Other than the unique new look my truck now had, the huge mufflers from the v6 made the truck virtually noiseless at idle, but when revved gave the sort of smooth growl you’d expect from a BMW. Like something small and angry.

I attempted another emissions test the following day, but failed again because the new exhaust needed time to get broken in. I used the remainder of the ten days the truck was legal to put some mileage on the new cat and take care of one other vital aspect: paint.

Another full day off the clock dedicated to sanding had the truck smooth enough to enter a booth. Our shop’s painter offered to spray my truck that night for free because I was a good apprentice, and another mechanic donated a few gallons of gloss white enamel paint.

The next morning I had a brand new truck.

I spent the following morning carefully painting and installing the grill and bumpers and took one final successful attempt at an emissions test.

The father son project I had started and abandoned years before was finally finished, and I had a new set of wheels.

By Megan Churchwell   Mon, Oct 26, 2009

As the fourth of five children growing up in the early 1960’s, we didn’t have much in the way of toys or other luxuries. The toys we did have were passed down from my older sister and two older brothers. By the time I learned to ride a bicycle, the chain was rusty and both tires had holes in them; this was typical of all the hand-me-down toys I received from them. Because we lived in a tiny house, many hours were spent outside, playing in the grass or in the street.

One of those toys that I fondly recall, despite its wear and tear, is the pedal car. A green hot rod with white racing stripes, the chrome hubcaps were long gone and the real rubber tires were worn down to the metal before I got my chance with it. Still, the steel construction held up well, allowing me hours of fun. Racing up and down our tiny side-street or in the backyard, I surely must have felt like I was as grown-up as my older brothers, who by that time had gotten their first real cars. I can remember spending hours playing in the yard with that pedal car.

These affordable toys made good choices for families like mine because they could last through five rough children. Pedal cars were at the top of many children’s Christmas wish lists for several decades; I am sure that the pedal car in my family was originally a gift for my oldest brother. Because they were so popular, they remain in many peoples’ minds as a classic 1950’s toy.

My younger sister remembers playing with the pedal car too, though by the time it made it down to her someone had spray-painted it red, and there were a few pieces held together with duct tape. These steel pedal cars were built to last generations, and today there are many that have withstood fifty or more years of abuse. Although I do not know what happened to the pedal car owned by my family, many adult collectors still have the pedal car they played with as a child.

Though I don’t know where that car is today, I do have a Hallmark ornament that looks much like it sitting on my desk, a miniature replica of a toy car. Many collectors enjoy vintage or antique pedal cars as part of their toy car collections. Others collect pedal cars as the miniature replicas of the full-scale automobiles. For many fans of real hot rods, pedal cars offer a chance to collect “the one that got away”, or a favorite hot rod that isn’t practical or affordable to own in its full-size version. Though I can’t own a garage full of antique cars, collecting toy cars and pedal cars is affordable and does not require a whole lot of space.

Though many people think of 1950s or 1960s designs when they think of pedal cars, in fact they have been around since nearly the beginning of the automobile. These cars were modeled after the most popular full-size cars, allowing children (mainly boys) the opportunity to pretend to drive down the streets, just like their father in his real car. Pedal toys allow young children to feel part of the grown-up world. They can pretend that they are driving to the store, piloting a plane, or hauling cars with their tow truck.

For many pedal car collectors, restored vintage pedal cars from the 1950’s and 1960’s are preferable to today’s newer reproduction versions, even though they may be made using the same design. Like real cars, these popular pedal toy versions were produced in a wide array of styles and colors, designed after real car models. Using the latest trends in real cars, they often had working lights and horns, and moveable parts such as windshields and convertible tops.

Pedal cars reached their height in popularity in the 1930’s and the 1960’s, exactly when hot rod cars became popular in the real car market. In fact, most classic pedal car models are based on hot rod cars. Popular car models, like the ’55 Chevy, have long been turned into child-size pedal car versions. Manufacturers quickly discovered that popular cars made for popular toys. In fact, those based on real cars have stayed the most popular style of pedal car for several generations. Today, adult collectors enjoy these pedal car versions of their favorite hot rod, because these classic cars have never gone out of style.

The first pedal cars were shaped like the Model T car these children’s fathers drove, and were designed to allow young boys to be able to mimic their dads’ driving. During the height of popularity for both the pedal car and hot rods, designing hot rod pedal cars made sense. Even if parents could not afford a real hot rod car for themselves, they could afford one in pedal car size for their children. As more and more families could afford real automobiles following the World War II, they also purchased pedal car versions for their children. The designs of pedal cars closely followed that of real cars during the decades of the 1950’s and 1960’s, giving children of that generation the ability to mimic their parents as they played in the yard, sidewalk, or street.

Mine was the last generation to enjoy these steel pedal cars. In the late 1960’s and 1970’s, the classic steel pedal car gave way to plastic versions. These cars were no longer made to look like replicas of real cars, but instead had a toy-like aesthetic. My own children in the 1980’s had these cheap plastic cars, and they did not last through my two girls without falling apart.

Though high-quality reproduction pedal cars were not available when my own children were growing up, I do plan to buy one for my eventual grandchildren. Pedal cars have long been at the top of Christmas toy wish lists, and they make a great gift for the children of any generation. I can imagine their delight at finding a pedal car by the tree on Christmas morning, with a big red bow tied on the steering wheel. My grandchildren may even be able to pass these faithful reproductions on to their own children someday. Any toddler or preschooler will love pedaling around in their car, no matter which generation they belong to.

Pedal cars are still being made in hot rod styles for today’s parents and grandparents to buy, introducing a new generation to the hot rod style. In classic paint colors, including candies and pearls, these cars are sure to please both children and the adults who remember the real versions of the car.

Today, the classic vintage models I remember are being remade, particularly to bring back fond memories for the adult market. Many of yesterday’s children, like me, still hold an emotional attachment to these metal pedal cars. Classic metal pedal cars have a wonderful aesthetic, and are built with quality and exquisite detailing. Because metal pedal cars were loved by so many children, they have kept their value as nostalgic collectibles. Some are worth upwards of ten thousand dollars, making replica and reproduction models very popular.

A restored or reproduction pedal car makes a great gift for anyone who treasured their childhood pedal car. The classic lines, stylish designs, and bright colors are pleasing to adults and children alike. These vintage cars are quite collectible because they were so well-loved by the children who owned them. In fact, if you were a child during the 1950’s and 1960’s, you probably remember the popularity of pedal cars. Their authentic details make pedal cars a wonderful gift that will be treasured for years, just like the original pedal car models.

I plan to buy a pedal car for my grandchildren even though they would not understand the nostalgia of them. Pedal cars are a lot of fun for kids, who can imagine themselves in the grown-up world and will love the colorful paint jobs, just like I did as a child. Whether you owned a pedal car as a child or just wished that you had one, you’ll be reminded of bygone days when you watch your children pedal down the sidewalk in their own pedal car.

I wish I still had that green pedal car to restore. Restoring a vintage pedal car is a great way to bring your stylish pedal car back to its former glory. Cars like mine, with rusted spots, worn paint, and missing pieces, can leave quite a lot of work ahead of you if you want to fully restore your pedal car. While mine would have required plenty of work, most pedal cars from that era actually stay in very good condition thanks to their heavy-gauge steel construction. Restoring your childhood pedal car can be very rewarding as you watch it turn from a rusty old car to a beautiful, shiny pedal car worthy of display.

By Benjamin Hunting   Tue, Oct 20, 2009

Back in the 1960’s competition between automakers was extremely fierce, especially when it came to performance.  With the horsepower wars escalating thanks to the decision by most of the domestic car companies to install larger and larger engines into small and mid-size automobiles, it was important for a brand to be able to distinguish itself from the pack in order to maximize its sales.

This need for differentiation was especially felt at the dealership level.  Individual dealers looked hard for an advantage when it came to moving more cars than the guy down the block, and a number of them turned to their mechanics for inspiration.  It was no secret that a lot of the engines and drivetrains that were being shipped out of Detroit in that era were severely underrated in terms of their horsepower and torque production.  Quite a few nudges and winks were required to get insurance companies to accept the seemingly reasonable numbers that were floated past them by Ford, General Motors and Chrysler in an attempt to keep rates reasonable and drivers happy.  The potential awaiting a savvy tuner inside those motors was enormous, and very quietly, a number of dealerships began to experiment to see what they could get out of their big cubic inches.

Most of this work occurred under the radar at first, and not just for fear for upsetting insurers.  General Motors, for example, had specifically forbade its engineers to pursue racing in most forms for a large part of the decade, as they were concerned with the negative publicity that they felt motorsports participation was bringing to their company.  This meant that dealers had to walk a fine line between doing enough advertising so that their factory hot rods would sell, while at the same time making sure that the mothership never made the connection between drag strip success and its point of origin.

One of the earliest rule benders was Royal Pontiac, which called Royal Oak, Michigan its home.  Starting as early as 1959 the dealership had been sponsoring drag racing with the consent of Jim Wangers, a Pontiac executive frustrated with his division’s pigheadedness with regards to performance.  Using Super Duty Pontiacs, the Royal would go on to dominate the local strips, which in turn caused gearheads from far and wide to spread the word about their mechanical acumen.  The dealership became a hot spot for innovations in engine and intake design that eventually found its way onto option sheets that enabled drag racers to order ridiculously powerful cars straight from Pontiac.  This was in addition to the kits and go-fast parts developed by Royal Pontiac during the course of their quest for more power.  The most famous kit was the “Royal Bobcat”, which could be applied to the Catalina, GTO, Grand Prix and even the Firebird, and which among other changes snuck a 421 – later a 428 – cubic inch engine between the front fenders.

Two other members of the GM family, distant in geography but close in spirit, would step onto the Chevrolet scene in the mid 60’s.  Don Yenko took the same aggressive spirit he had employed as a professional race car driver and used it to develop an in-house tuning program that was very similar to that found at Royal.  While he had been hopping up Chevrolets for clients since the late 50’s, it was the release of the Camaro in 1967 that really saw Yenko’s star begin to rise.  He decided that the Camaro was a perfect recipient for a 425 horsepower edition of Chevrolet’s 427 cubic inch big block V8.  As with Royal, word spread and soon Yenko was having trouble keeping up with the demand for his Super Camaro.  For 1968, using a secret backdoor into the Chevrolet production line called the Central Office Production Order (COPO), Yenko was able to use special codes to create limited run models of the Camaro that sidestepped Chevrolet’s performance restrictions and saw the 427 installed directly from the factory, along with a number of other high performance parts.  This option was also available on larger Chevelles and smaller Novas.

Fred Gibb Chevrolet had started out in much the same way as Yenko, swapping big blocks into Camaros through 1968.  In 1969, however, Gibb took things to another level with the Camaro ZL-1.  This aluminum-engine beast generated 430 horsepower and 450 lb-ft of torque from 427 cubic inches.  Gibb had been able to convince Chevrolet to build these monster Camaros thanks to his relationship with the upper brass and a promise to sell at least 50 by himself.  However, when final production costs soared to create a sticker price of over $7,000 per vehicle, Gibb was forced to distribute the cars to a number of other dealerships in order to find buyers for such an expensive vehicle.  Over the course of two years, 69 of the 1969 ZL-1’s were eventually sold.

Ford and Dodge had their own speed-hungry dealerships in the muscle car mix, and in fact these entrepreneurs were lucky in that they didn’t face the same kind of corporate resistance as those working under the GM umbrella.  Mr. Norm’s Grand-Spaulding Dodge in Chicago grew from a used car lot into one of the most revered speed shops in the area, thanks to their decision to focus on young men interested in winning bragging rights down at the strip.  Dodge used them to actively promote their 426 cubic inch Max Wedge cars and eventually Mr. Norm was even performing research and development for the Pentastar, creating the first big block Dodge Darts to prove to their parent company that it could indeed be done.  Sold as GSS models, Grand-Spaulding would continue to pump out fast cars until the mid-70’s, with their Demon GSS, the last special model to leave their showroom.

Tasca Ford, owned by Bob Tasca in Rhode Island decided to take the Blue Oval’s stock designs to the limit through their own performance division that built not just factory drag cars but also monster street machines.  Tasca’s big block Ford Galaxie, built in 1961, became the inspiration for Ford’s Thunderbolt drag cars later in the decade, and their 505 horsepower Mustang struck fear into the hearts of bowtie-wearing muscle cars across the country.  They also partnered with NASCAR greats Holman-Moody and road racer Carroll Shelby in order to sell special models like the Cobra right from their dealership.  Tasca’s greatest contribution to muscle car history was the Cobra Jet Mustang, a vehicle he created and then showcased to the Ford brass in 1967.  Unlike the other names mentioned here, he remained active in the performance world of both Lincoln and Ford for the next several decades, and today Tasca Ford is still modifying new Mustangs.

The men behind these dealerships represented a pioneering spirit no longer found in car sales today.  Most performance shops have been relocated outside a dealer’s property lines as organizations focus on pushing bread and butter cars to pad the bottom line.  There is no question, however, that the passion and guile demonstrated by these builders and mechanics made the muscle car era that much more exciting – and inspiring – to those lucky enough to have experienced it first hand.

By Car Chat Guy   Mon, Oct 05, 2009

Recently it was time to turn in what I call my "people mover", the family SUV, for a new minivan. I had been trying to hold out for promised hybrid versions, but with all of the financial trouble of the manufacturers, it did not look like that would materialize any time soon. So I went down to the local dealership with research in hand to see what kind of  a deal I could strike up.

I was met with the much of the typical and some of the sad, in terms of the dealership buyer experience. I was surprised to see some 2008 models still around with no mileage. Not so much that there were any, but that I could actually find the color and combo of options I wanted in a 2008 vehicle. I thought this would help me find a vehicle at the best price and give me some bargaining power.

I had done quite a bit of research online before stepping foot in a showroom, something that just about everyone loathes (maybe even some of the dealers!). I found several vehicles at different locations and started contacting dealers by email with what I thought were appropriate prices thru email. The manufacturer had a neat online too for doing this, but all of my offers were turned down. This was just as the manufacturer was about to announce bankruptcy, and no one knew where all of this was really going.

At the same time a friend of mine bought a similar car with fewer options, at a great price, $10,000 off sticker on a $35,000 van. I was determined to get a dealer, any dealer, to match this discount on something at $42,000, thinking I could leave with it for $32,000. The closest I could get was $8,000 off, on a 2008 with very few of the options I wanted. Oh, and it had some mileage! Granted this was after the dealer incentives expired, but the manufacturer seemed to be in a free fall by now.

I met with a young man at a 1970s-looking wood paneled dealership who told me to leave my car on the lot and take the van for the day. Sound like a slimy sales tactic to you? It left me with a "Ferris Bueller" at a parking garage kind of uneasy feeling. The sales manager told me he could only make a "special deal" that nite since a new month was starting and he didn't want to pay financing costs for the month on the on-lot stock!

Finally, the young man (who persistently called me for the next week) told me that if I came down again he could make happen what I needed to make happen. I told him that meant $10,000 off sticker and he said ok. Later, he told me $8,000 off and said that he was in business to make money, not lose it. Later, that week I had a severe case of schadenfreude when I found out that the dealership had lost its franchise agreement. Today, it sells used cars and has about half of the cars it once had on the lot.

I had also found a 2008 from a dealer in the countryside. His grandfather started the dealership in the 1930s. I asked him what he thought of all of this crazy financial stuff going on and you could hear the sadness in his voice. He also met the same fate the next day, also losing his franchising agreement.

Finally, I found a dealership that knew how to treat a customer and wound up buying from there for more money, but also free tires, maintenance and better financing. Factoring that in I was ahead of the game and I didn't feel like I needed a shower afterwards. Something businesses need to learn is cars are still a people business!  

POST SCRIPT: After five months I received a customer survey to find out why I didn't buy the vehicle.

Have you had dealership experience(s) like this? If so, we'd like to hear from you?

By Christopher Smith   Tue, Nov 10, 2009

Several years ago, a major automotive publication received a letter to the editor, commenting on the magazine’s coverage of something called drifting. The author of that letter was clearly not impressed with the hype surrounding this southern California-based, up-and-coming motor sport, saying something to the effect of “those of us in the Midwest have been drifting for years. It’s called winter.”

Of course, slipping and sliding in the midst of a Midwestern snowstorm is much more a game of chance, with the better drivers being able to estimate within a feet how close they might slide to a telephone poll or a parked car. Professional drifters on the other hand, whittle that margin of error down to inches, while power sliding on dry pavement just a few inches from another car that’s also adrift in full opposite lock, all while traveling at racing speed. Nor do they travel in a simple, single arc; drifting events will have cars—either solo or side-by-side—dancing back and forth on a road course in what can only be described as a pirouetting mechanical ballet, punctuated by billowing clouds of tire smoke as drivers strive for the best drift angles and the closest margin of error.

Suffice to say, this isn’t some winter time ice-skating rink where cars spin low-speed doughnuts to the delight of the crowd. This is professional drifting, where winners are determined not by how fast they go, but by a panel of judges evaluating the driver’s skill and style in controlling a vehicle most people would consider uncontrollable.  

The roots of professional drifting actually reach back to the Japanese car culture of the 1980s, where drivers would exercise precise car control skills (rather illegally) on the street. The drifting scene was very much an underground operation during those initial years, but not so underground as to go unnoticed outside the land of the rising sun. As the Japanese car culture of big wings, body kits, and vinyl graphics spread through the states during the 1990s, a select group of enthusiasts were drawn to these crazy people bent on driving sideways everywhere they went. As such, in the midst of the southern California import car culture, the American drifting scene was born.

Back in Japan, drifting evolved from an underground culture to organized exhibitions, and finally into a sanctioned racing body within the period of a decade. The official Japanese D1 Grand Prix racing series launched in 2000, quickly becoming one of the most popular motor sport venues in Japan, with D1 drivers receiving attention more befitting of celebrities. That popularity spread worldwide, leading to the launch of the Formula D Drift series in 2004, the first official American drifting championship. Several other drifting venues have since formed around the country, including a U.S. edition of Japan’s own D1 Grand Prix, but Formula D (known today as Formula Drift) is without question the premier North American professional drifting series. Now in its sixth full year, Formula Drift continues to gain momentum thanks to an ever-expanding fan base, national TV coverage, and a cache of talented drivers sporting factory-backed rides from a variety of manufacturers, including all three domestic automakers.

Formula Drift is currently in the latter half of its seven-event 2009 season, having just completed Round Five at Evergreen Speedway outside Seattle. Series points leader Chris Forsberg took top honors in his 2006 Nissan 350Z, stretching his lead over Ryan Tuerck and his 2007 Pontiac Solstice GXP. The next stop for the drifters will be August 21-22 at Infineon Raceway in Sonoma, California, where the sideways superstars will hobnob and perform alongside Indy Car legends as part of the Indy Grand Prix. The Formula Drift 2009 season concludes in October at Irwindale, California’s Toyota Speedway, home to the first sanctioned U.S. drifting event back in 2003. Television coverage of the entire Formula Drift season will begin August 30 on the Versus network.

While some polarization exists in the motoring community as to the legitimacy of drifting as a motor sport, there’s no denying the excitement of watching two high-performance cars navigating a road course in full opposite lock, inches from disaster. More than a few well-known automotive outlets have compared drift racing to the last lap of an exciting race, except that in drifting, the lap continues for the entire race. Endless power slides and clouds of tire smoke may seem like an adolescent indulgence to the uninitiated, but the high degree of skill involved in controlling a vehicle beyond the limit—not to mention the excitement resulting from such precision—is quickly turning this exhibition of excess into the new spectator motor sport of choice.

By Jesse Stretch   Tue, Nov 10, 2009

Grand Cherokee Rollover

For years I had to listen to a college buddy spout off about how his Grand Cherokee on 35 inch tires could take on any full sized Bronco. He told me, several times, that his Cherokee could handle jumps at 30 mph on the trail, land, and continue driving, in one motion. He never meant to jump of course, but recklessly speeding through the New Mexico desert sometimes produces undesired results.

It was years after listening to this young man’s ranting and raving about the reliability of Jeep Cherokees that I witnessed this somewhat remarkable occurrence firsthand. My cousin, around 17 years old at the time, was following me in his Grand Cherokee to the beach. He had the back of the car loaded up with gear, coolers, fishing rods, guitars, etc.  He had so much stuff back there that he couldn’t even see through the rear window.

Several hours in, he and his father took a wrong turn onto a rural back road. They slowed down, stopping in the middle of the empty lanes. My cousin, a fairly young driver, planned to reverse into a small gravel driveway with a large ditch on either side.

Suddenly, halfway through the turnabout, while the car was sitting broadside in the middle of the road, things went horribly wrong. An ambulance sped down the road at about 60mph, rounding the corner and heading straight for them, forcing my cousin to reverse very quickly off of the road.

Since there was no way to see out the rear window with all of that beach gear back there, he took a guess at where the driveway would be and punched the gas. The ambulance shot past and my cousin sat in silence, gasping over such a narrow escape. In the heat of the moment, neither he nor his father had noticed that the Jeep hadn’t made it into the driveway.

“Pull forward,” his father said, sensing that the car was at an awkward angle. The rear wheels spun and the car, very slowly, drifted down the embankment. I watched in my rear view mirror as the Jeep settled in the ditch and began to capsize.

They screamed wildly, my cousin still pressing the gas in hopes that the two remaining wheels would gain traction and correct the vehicle. “Put the windows up!” he yelled, frantically pressing the buttons for the passenger side windows, which were slowly rolling into the mud. His father covered his face, expecting the window to burst with the pressure of the roll. The car groaned and creaked and my cousin shut off the engine.

I arrived back there and helped them climb out of the vehicle. The Jeep had turned over onto its roof and my cousin’s seatbelt was jammed and had suspended him in the driver seat. His father was holding him up with his feet, relieving the pressure from his son’s weight so that the seatbelt would come off. The very same ambulance returned to help and we quickly persuaded them to continue with their previous call.

“I’ve never seen a car roll over so slow,” said the ambulance driver. “I’d never known it could happen like that.”

An hour later, a tow truck arrived and they were able to flip the vehicle over by pulling on the front chassis. My cousin let it sit upright for ten minutes, searching for fuel leaks or damage. Unbelievably, there was nothing wrong with the vehicle. The tow truck backed up, preparing to haul it away to the mechanic. My cousin asked him to wait.

“I think it’s alright,” he said. The mechanic scoffed. My cousin started his Jeep and left it idling for ten minutes while a crowd of onlookers gaped in amazement. Everyone had been sure that the engine was flooded, that he’d broken electrical connections, that a hose was torn, that some internal system had been damaged by the wreck. My cousin drove the car all the way to the beach, arriving just two hours behind schedule.

Lumina Blow Out

My 75 year old grandmother put her Chevy Lumina up for sale in 2006. She tried for weeks, months, but no one would buy it, not even for under $1,000. My brother, being the kind of guy he is, decided to take it off of her hands for $900 as a way to help her out. He had wanted to sell his Silverado anyway, so figured why not take the Lumina for a few years until it died and then he would just buy another truck.

It hadn’t been one full month since my grandmother sold him the car when the front left tire blew out going around a curve. My brother, not a fast driver, and a pretty laid back kind of guy, recalls that the car washed off of the road so fast that he didn’t even notice it was happening. The wheel gave way and the car jerked sideways, hurling him into a ditch. The ditch was just the right height that it caused the car to flip over, sending car spiraling like a meteor into a telephone pole.

The Chevy, after striking and snapping the pole in half, continued its forward trajectory and tumbled into a field. My brother described his situation post-accident as “sitting in the back seat as if someone else had been driving!”

He always wore his seatbelt, and it was still fastened even after the wreck. The force of the roll had caused him to slip out of it, hit the ceiling, and land in the back seat. He was a little bruised, but not in horrible shape.

My grandmother, having owned the car since the early ‘90’s, thought what may have happened had she been driving when the tire blew out. It seems my brother had purchased the car just in time.

Jeep Rollover

Having just rolled his Jeep two days prior, my cousin Jerry was feeling a bit shaky on the road. Nevertheless, I asked if he would mind driving to the pier so that I could get some live bait for fishing that afternoon.

“I need to wash all the mud off of the car anyway,” he said, starting the vehicle. Since the rollover, he had been calling the Jeep “Old Reliable”. Little did he know, he had yet to see the extent of his Jeep’s capabilities.

We pulled in at the gas station and power washed the mud off of the passenger side and roof of the vehicle. We laughed about it, citing how unlucky he’d been but how amazing it was that no one had gotten hurt. Everyone was still very impressed that the car was in fine condition after a ¾ rollover on the side of the highway.

After the wash we drove down to the pier. “Speed up,” I said, noticing that he was doing 30 in a 45. “I don’t know where the pier entrance is,” he said. “I’ll tell you when it’s coming up. It’s easy to see.”

He increased speed to 45 along the winding roads of Topsail Island and I waited for the sign for the turn to the pier. We made casual conversation, talked about where we wanted to fish, what rods we wanted to use, what sorts of bait we were going to use. He was just beginning to loosen up from the last accident. After you roll a car, especially at a young age, it’s hard to be calm on the road. It takes a few days, perhaps even weeks, before the adrenaline stops pumping in your mind at every corner.

“There!” I shouted, pointing at a sand driveway. The entrance was too sharp of an angle. The driveway was sand. We were doing 45 and the Jeep had no chance of making the turn. My cousin Jerry braked as hard as he could. The front tires turned to the right but had little traction in the deep sand. The Jeep continued straight at about 30 mph, careening into a telephone pole that had been landscaped as an entrance barrier.

What happened next was incredible. At 30 mph, full brakes applied, front wheels wrenched at a 70 degree angle to the right, the Jeep smashed into a 1 ½ foot tall wooden barrier. The bottom plate protecting the engine made a horrific smashing noise and the wheels bounced the front of the Jeep high into the air. When I say high, I mean very high, as though we were almost perpendicular to the ground, like a rocket ship read to blast off. My head flew forward, whipping with the force of the impact.

The rear wheels made contact with the wood, snapping the front back down and launching us into the air as if we’d taken the Jeep off of a ramp. The weight of the engine forced the front of the car and lowered it right into the rear of a parked car. The other guy’s car, a Kia sedan, was brushed out of the way by the sheer speed and size of our Jeep. I remember thinking to myself, “Wow, I didn’t even feel anything when we hit that car.”

Our Jeep spun across the sandy lot, resting a mere few feet from another parked vehicle. “That’s one way to get to the parking lot,” I said. My face was frozen in shock, transfixed by what had just happened. I looked down at the instrument panel and sighed with disbelief.

“What is it?” I asked. He took his foot off of the brake and the car lurched forward. “It’s still drivable,” he said. He looked around the parking lot. No one had seen the accident except for two boys on the back of a pickup truck.

“We didn’t see anything,” they said. We nodded and they drove away. My cousin and I wiped up the tracks in the parking lot in hopes that no one would realize that we had come careening off the road at 45 mph and smashed over the barrier before striking the Kia.

Instead, we went onto the pier, found the man who owned the car, and my cousin said, “Sir, I was turning around in the parking lot and, well, I accidentally tapped your Kia.”

My cousin paid for the repairs, of course, but since it happened on private property no one ever had to call the police. Aside from having the front end aligned and a new headlight and fender installed, the Jeep was alright. He drove it for the rest of the trip without needing any immediate repairs. His ’97 Jeep is still running well.

By Abbeyroad Insierto   Tue, Dec 01, 2009

Mustang Sally

by Wilson Pickett

Writer/Producer: Mark Rice

Year Published/Released: 1965  

Label: Atlantic

I bought you a brand new Mustang
A nineteen sixty-five huh!
Now you come around
Signifyin a woman
That don’t wanna let me ride

Little Deuce Coupe

by The Beach Boys

Writer/Producer: Brian Wilson

Year Published/Released: 1963  

Label: Capitol

Just a little deuce coupe with a flat head mill
But she'll walk a Thunderbird like (she's) it's standin' still
She's ported and relieved and she's stroked and bored.
She'll do a hundred and forty in the top end floored
She's my little deuce coupe
You don't know what I got
(My little deuce coupe)
(You don't know what I got)

Drive My Car

by The Beatles

Writer/Producer: John Lennon and Paul Mc Cartney, George Martin

Year Published/Released: 1965  

Label: Capitol

Baby you can drive my car
Yes I'm gonna be a star
Baby you can drive my car
And maybe I love you
Beep beep'm beep beep yeah

Fast Cars

by Tracy Chapman

Writer/Producer: Tracy Chapman and David Kershenbaum

Year Published/Released:  1988

Label: Elektra

You got a fast car
I want a ticket to anywhere
Maybe we make a deal
Maybe together we can get somewhere

Cars

by Fear Factory

Writer/Producer: Gary Numan

Year Published/Released: August 1979

Label: Beggars Banquet

Here in my car
I feel safest of all
I can lock all my doors
It’s the only way to live
In cars

Get Outta My Dreams, Get Into My Car

by Billy Ocean

Writer/Producer: Billy Ocean, Robert John “Mutt” Lange

Year Published/Released: 1988

Label: Jive

Get outta my dreams
Get into my car
Get outta my dreams
Get in the back seat baby
Get into my car
Beep beep, yeah
Get outta my mind
Get into my life

Parents Just Don’t Understand

by DJ Jazzy Jeff & The Fresh Prince

Writer/Producer: DJ Jazzy Jeff & The Fresh Prince

Year Published/Released: 1988

Label: Zomba/Jive

Parents just don't understand
Oh-kay, here's the situation
My parents went away on a week's vacation and
They left the keys to the brand new Porsche
Would they mind?
Umm, well, of course not
I'll just take it for a little spin
And maybe show it off to a couple of friends
I'll just cruise it around the neighborhood 

Little Red Corvette

by Prince

Writer/Producer : Prince

Year Published/Released: 1983

Label: Warner Brothers

Little red corvette
baby you're much too fast.
Little red corvette
you need a love that's gonna last.
Guess I should have closed my eyes
when you drove me to the place
Where your horses run free
'cause I felt a little ill

Car Wash

by Rose Royce

Writer/Producer: Rose Royce and Norman Whitfield

Year Published/Released: 1976

Label: Geffen Records

Drive

by The Cars

Writer/Producer: Rik Okasek and Robert John “Mutt” Lange

Year Published/Released: 1984

Label: Elektra

Who's gonna tell you when

It's too late

Who's gonna tell you things

Aren't so great

You can't go on

Thinking nothing's wrong

Who's gonna drive you home tonight

By Paul Mroczka   Tue, Dec 29, 2009

The ball has dropped on yet another year, yet while other racing series are still making preparations for the 2010 season, the SCCA (Sports Car Club of America) has already sped across the starting line at full throttle. Inaugural events Club Racing, Rally and Solo series have shown promise that 2010 will prove to be another exciting year in SCCA action.

Main stream media series such as the NASCAR Sprint Cup or the Izod Indycar Series certainly bring in the dollars and garner the attention of a valued fan base, but the SCCA boasts incredible competition among thousands of drivers from coast to coast. The Club Racing series alone executed 234 races across all nine competition regions in 2009, and has increased that number for 2010 to 263 scheduled events. Fans and drivers alike flock to these unique events to watch the action that takes place between ten different racing classes. In all, almost 22,000 individual cars entered SCCA events in 2009.

The SCCA National races add even more excitement to the season, as drivers compete among seventy different events throughout the United States. In September, these drivers converge at Road America in Elkhart Lake, Wisconsin, for the National Championship Runoffs. The championship event is a winner take all event packed with racing excitement and entertainment. Such drivers as Bobby Rahal, Scott Sharp, Boris Said, and Skip Barber, and the late Paul Newman have been past winners of the SCCA National Championship Runoff.

Another popular category in the SCCA is the autocross competition Solo Class. During these events, each driver's ability and skill is tested over a low hazard course. Course layouts are designed by laying out traffic cones upon relatively level and open areas found at locations such as inactive airstrips or parking lots.  Contestants among six different race categories navigate each course attempting to beat the fastest reigning driver's time.

Each year there are in excess of 1,200 regional and divisional Solo Class events that are open to the average, everyday sports car on the street. Modified vehicles compete as well for added excitement and heightened competition. At the conclusion of the racing year, thousands of Solo Class drivers migrate to Lincoln, Nebraska to compete in the Tire Rack SCCA Solo National Championship, the largest event of its type on the planet. Over the course of the event there are over fifty National Class Champions crowned among the men's and women's classes. Nowhere else in the world will a racing fan encounter a larger variety of racing machines and driver personalities.

The road to Lincoln is paved with a series of SCCA Solo National Tour events that attract hundreds of drivers from across the nation. The National Tour events give drivers a feel for what they can expect at the series ending championships in Lincoln.

At the top of the SCCA list is the Pro Trans-Am series that will begin their hard charging season in May, 2010 at the New Jersey Motorsports Park in Millville, New Jersey. These thundering racers will heat up various tracks across the country and will share event weekends with such series as the NASCAR Nationwide Series on June 18th as well as the NASCAR Camping World Series on July 2nd.

Not to be left out, the SCCA Rally series continues to grow in popularity and so far for 2010, there are nineteen events scheduled. Drivers in the SCCA Rally series compete in either the stock, prepared or modified categories and are a thrill to spectators. For those who want to experience a street legal version of Cannonball Run, then Road Rally is the answer. These events take place along public roads and legal speed limits are observed. The goal is to arrive at various checkpoints along each route on time rather than early or late. Rally Cross is where drivers who like to play in the dirt get their satisfaction. These dirt courses challenge drivers in scaled down versions of popular rally courses.

The best part of the SCCA is that fans are not relegated to expensive stadium seats behind distracting wire barriers. Fans are invited to participate as officials, marshals and if they are up for it, to join in the competition in their very own vehicle. Fans can get closer to the action at SCCA events than just about any other racing series around. They hold racing schools and have an easy to understand process for new drivers to reach for higher and higher competition levels.

The variety of vehicles at SCCA events is reason enough to take in as many races as possible. Among some of the most interesting classes to watch are the vintage racing cars. These classic racers are a treasured heirloom to the racing community and they are always a favorite among SCCA racing fans.

For more information about the Sports Car Club of America, and to find SCCA events near you, visit their website at: http://www.scca.com/

By Vitale Justice   Fri, Nov 13, 2009

SEMA 2009 was a Jam packed event this year. The event was held at the Las Vegas Convention Center from November 3rd thru November 6th. You can find out more on SEMA's Home page http://www.semashow.com/main.

For those of you who may not be familiar with SEMA, it stands for Specialty Equipment Manufacturers Association, and once a year they get together and put on one heck of a show. Attendees such as Chip Foose, Arlin Ness, as well as all the big names like Yogi's Inc, Pacific Coast Customs, and West Coast Customs, just to name a few.

I could write an article every day for the rest of the year covering 3 or 4 offerings at SEMA and come nowhere near close to covering everything going on, with all of the tricked out rides and concept cars.  There was something for everyone, from Mean to Green and everything in between.

Speaking of Green, SEMA’s “Making Green Cool Zone” featured plenty of Mean AND Green entrants this year. The ‘Making Green Cool’ Press Conference was held directly following SEMA’s Vehicle Technology Briefing Seminar, ‘Driving Green: MPH + MPG.’ Many of the green technologies and vehicles discussed at the ‘Driving Green’ technology briefing are featured in the ‘Making Green Cool Zone’ exhibit in the South Hall and were showcased during the press conference.

There were a lot of new vehicles debuting at SEMA this year as well. The highlights being:

Though the Official Car of SEMA this year is the Chevrolet Camaro, tons of tuners are interested in working with the Dodge Challenger. The Challenger has been on sale awhile now, which has given the customizing crowd plenty of time to modify the new muscle car. I however don’t believe any will match the Challenger that Dodge brought to SEMA. Dodge is presented their Challenger SRT/10 and SpeedFactory showcased the first 700hp 440 Hemi-Powered Challenger. It has a 7.2-litre (440 cu. in.) supercharged engine and 20-inch wheels.

Hyundai and Rhys Millen Racing Partnered on a Mid-Engine V8 Genesis Coupe. The Korean automaker based the effort around Hyundai’s 4.6L V8 occupying the former backseat. Eight individual throttle bodies and JE pistons pushing compression to 11:0.1 making for a power plant exerting 500 hp, according to Hyundai.

A team representing Ford’s Fiesta Movement was at the Motor Trend Proving Grounds during the SEMA Show, offering test drives of a European-spec Ford Fiesta. Information about other drive stops, including monthly calendars, is available on www.fiestamovement.com under the “Ride & Drive” section. Visitors to the site can also sign up to receive test drive updates as they become available.

I have to say my personal favorite will be Factory Five’s ‘33 electric powered Hot Rod.

Factory Five Racing introduced an all-electric powered ‘33 Hot Rod at SEMA this week, and it’s not a concept car! Based on the award-winning Factory Five ‘33 Hot Rod, the battery electric vehicle (EV) is powered by UQM technologies electric drive and A123 Systems high-power lithium-ion batteries. It produces 300-plus HP and delivers a range of 100-plus miles with a 0-60 mph acceleration time in an estimated 4 seconds! This vehicle build by the Amp=D team is the subject of a television pilot by the same name, with filming to continue through the car’s unveiling at SEMA and beyond.

There are a few cool entrants in the Chevrolet camp as well, such as the Camaro Black Concept Car.

While there’s no hiding in a 2010 Camaro, I have to say the Camaro Black Concept suggests a stealthy approach to street style. From its matte black-finished hood and ground effects to its black wheels and red-glowing HID headlamp halo rings, the Camaro Black Concept is a wickedly sinister looking vehicle. It might make a better looking KITT on Knight Rider if the show wasn’t cancelled again, don’t you think?

There were also a few concept cars based on the Camaro platform. Imagine my delight and surprise when I found not one but two concepts of one of my all time favorite cars. The Trans Am concepts, unfortunately neither directly from GM. Fortunately, both are based on the 2010 Camaro and looking back that’s probably a good thing. After all, the original Trans Am was based on the Camaro platform as well.

The first one ended up my pick for the “GM you better build this!” statement and was submitted by the world famous John Lingenfelter. While a lot of people feel that with Pontiac’s demise there will not be another Trans Am from GM, I am not so sure about that. After all didn’t the Canadian Branch of GM take Chevy's and put the Pontiac name on them back in the 60’s and 70’s? and after looking at Lingenfelter's concept car I bet there are a few people at GM who are interested in Bringing the T/A back somehow.

The exterior of the car is based on a combination of Trans Am’s 1971-1972 and it does the task well while retaining a modern look. Featured on the concept is a full front fascia with honeycomb kidney grills and rounded-square headlights. At the rear, the vehicle bears classic Trans Am taillights complete with rear trunk spoiler.

For an authentic Trans Am look, Lingenfelter added custom honeycomb wheels. With the fully functional Shaker hood Scoop with “455 SD” script the Trans Am looks terrific and is an accurate representation of the engine’s displacement. The Lingenfelter TA concept is powered by a 455-cubic-inch LS-series V-8, producing 655 hp and 610 lb-ft of torque. This is more than even the supercharged LSA V-8 that would have been attached to the shelved Z28 Camaro. With over 200 more hp, Lingenfelter is compelled to add a 6-bolt LS9 flywheel and clutch assembly as well as heavy-duty half shafts. Lingenfelter would like to know if this concept is good enough to go into production. So don’t be shy in letting them know what you think.  I for one think GM themselves needs to build it even if all they use is the factory Camaro engines. That being said this is the one I would most like to see no matter who builds it. Having had the privilege of owning a 1971 ½ T/A as well as a 72, and a 74 SD 455 Trans Am  I always felt the 71 thru 74’s were the best looking models ever built.

But for all of you who liked the newer models fortunately The Lingenfelter Trans Am Concept wasn’t the only TA on display at the 2009 SEMA Show,with Kevin Morgan Designs debuting its version of the iconic car. Based on a slightly more modern interpretation of the Trans Am, the Kevin Morgan car takes its cues from the 1977-’78 model and is based on the all-new 2010 Camaro.

The car certainly looks aggressive with a low slung front air dam and a massive gold Phoenix on the hood. And of course, there’s the enormous spoiler and a stylish set of golf mesh wheels.

The team even went so far as to put the classic Pontiac logo into the car’s new front end.  I liked this car right until I saw it from the  back end.

Overall it was a good quality build, although some thought the gold trim on the interior was a bit excessive, but with its classic styled shaker scoop and the fact that Kevin Morgan Designs has announced a deal with the Trans Am Depot and is expected to start offering the Phoenix Trans Am conversion in the near future. It’s bound to be a hit.

By David C. Atkin   Tue, Oct 27, 2009

First of all you need to learn about the car, learn every nut and bolt, know it from the ground up, once you have learned all about the the car you can get in to the hunting process, this is the fun part of the process, this is where you put your knowledge to work.

I'm sure that if you're interested in classic cars you've heard the term by the number, or numbers matching, you need to know how to read these numbers because they'll make you, or break you when it comes to investing in cars.

There is nothing more important than the numbers, these numbers that you hear about all the time will tell you everything about the car your looking at These numbers are your best friend if your going to invest in classic cars, the numbers are what I'm going to talk about here.

The first and arguably most important number is the vehicle identification number, or (VIN code) this number can tell you a lot, but it can't tell you everything, VINs for different manufacturers will tell you different things about their cars.

Take for instance a VIN plate on your 1960's Camaro, reads something like this: 124379N109876, so this code would break down like this. The 1 denotes the manufacture of the car, 1 being Chevrolet. The 24 denotes the Series of the car, or engine type, 24 being 8 cylinder. The 37 denotes the body style of the car, 37 being two door coupe. The 9 denotes the year of the car, 9 being 1969. The N denotes at which facility the car was manufactured, the N means Norwood Ohio. The 109876 denotes the this was the 109876TH car produced on this day at Chevrolet.

What you need to know:

1.The third digit would tell you if the cat had a V8, if that digit a 3,6, or a 4 it had a V8.

2.The fourth digit indicates the body style, 3 for coupe, 6 for convertible.

3.The sixth digit indicates the year of the car, 7=1967, 8=1968, 9=1969.

4.The seventh digit indicates the production plant, N=Norwood, L=Van Nuys.

5.The last six digits indicate the line number, this number would rise by one with every car built at these two plants. 

The vin code needs to match will all the other numbers on the car, like the rpo code, the transmission tag, and the rear end tag, if your looking for factory original to make an investment in classic cars, it a must that the numbers match perfectly.

The rpo code will tell you things like what engine, let's say you're looking for a 1969 Z/28 camaro, the suffix, or end of the rpo code would have a “DZ” indicating that the car has a 302 with 290 HP, which is the only engine that the Z/28 came with in 1969.

The rpo code would also tell you if the car had an automatic, or standard transmission in it from the factory, it will tell you the application which would be a 1969 Z/28 Camaro, and in most cases it would tell you if the engine has four bolt mains or not.

You'd also need to know the color code break down for 1969 is your looking for a 1969 Z/28, below I will add the factory color codes for the year 1969.

Code 10 is Tuxedo Black

Code 40 is Butternut Yellow

Code 50 is Dover White

Code 51 is Dusk Blue

Code 52 is Garnet Red

Code 53 is Glacier Blue

Code 55 is Azure Turquoise

Code 57 is Fathom Green

Code 59 is Frost Green

Code 61 is Burnished Blue

Code 63 is Champagne

Code 65 is Olympic Gold

Code 67 is Burgundy

Code 69 is Cortez Silver

Code 71 is LeMans Blue

Code 72 is Hugger Orange

Code 76 is Daytona Yellow

Code 79 is Rallye Green 

Keep in mind that the more you know about these cars, the less chance that you'll lose money, they gain value with every year that they are on the earth and this will never stop, on Chevrolet you also have a protecto-plate that needs to be decoded.

For this article I won't go in to the protecto-plate, but don't fail to learn about it also, and on the engine you'll need to decode the casting number to make sure that the engine in your car is the one that belongs there, it needs to match the rpo code. 

Generation Camaro Information

http://69isfine.com First

http://muscle-car-resto.com Muscle Cars

http://red-line-resto.com Car Restoration

By Dawn Smith   Tue, Dec 08, 2009

During the run up to every summer season, the most popular car and motorcycle magazines all begin to advertise the forthcoming biggest events of the year. Most people will only ever visit a few of these huge shows each year, if any at all. But if you had the transport, the money and the time, not forgetting just one summer season left to live, which shows would jump straight to the top of your list? Let us help you to decide just that. 

Monaco F1 Grand Prix

If you wish to experience the glamour and the excitement of  high speed racing under glorious weather conditions, you must make sure that you visit Monaco for their annual Formula 1 Grand Prix you will not be disappointed at SEMA. This event is different to most, in more ways than one. For starters, it is the only track in the world that is in the middle of a city. If you wish to visit in 2010, the main race is being held on May 16^th 2010.  Not only can you experience the thrills of the race, but you can view it with a beautiful coastal background in the most glamorous and over the top city in the entire world.

http://www.monaco-grand-prix.com

Le Mans 24 Hour Race

Although the name indicates that this event only lasts for 24 hours, the Le Mans 24 hour Race actually lasts for an entire week. It is described as being an experience and thousands of people travel across the globe every year to visit the sights. The first Monday and Tuesday are for the scrutineering, the practice runs on the following 2 days and Friday hosts the drivers’ parade running through the central district of Le Mans. The weekend however, is the main event hosting the 24 hour race, where hundreds of cars race against the clock during the gruelling race. The event has been running steadily since 1923 and every year has grown larger and better known across the globe.

http://www.lemansrace.com

Monterey Historic Automobile Races

Based at the Mazda Raceway Laguna Seca, the Monterey Historic event has been running since 1957 and doesn’t look set to call an end to the fun any time soon. In 2010 the event will run through a long weekend from August 13^th – 15th and for any classic racing fan, it will not disappoint. The event is traditional and raw in the sense that for 3 days straight, you can watch your favourite racing drivers pair up against each other on the famous 2.24 mile course. Over 400 cars will grace the course over the weekend and there is sure to be crashes, new records broken and a lot of smiles on the drivers’ and spectators’ faces alike. You could also be in the lucky position in perhaps meeting some of your all time favourite drivers from around the globe.

www.mazdaraceway.com 

Indy 500

Should you ever find yourself with a free Memorial Day weekend, make sure you go and watch the Indy 500, the 500 mile long race at the Indianapolis Motor Speedway in Indiana. The event has not been named “The Greatest Spectacle in Racing” for no valid reason, it has long been the large one day event in the world and each year plays host to approximately 750,000 visitors and is in its 94^th year at the track. Due to the high likelihood of serious accidents occurring, the event is never shown live on television for fear of upset. You will often find famous names from other styles of racing like NASCAR are found racing in the 500, who you can meet after the race has ended and ask questions. Every year is a big event and it is the single show that any dedicated driver tries to gain an entry into.

http://www.indy500.com

NASCAR Coca-Cola World 600

If you’re a fan of NASCAR already, or know little on this style of racing, make sure you visit the Charlotte Motor Speedway in North Carolina on Memorial Day weekend. It plays host to the World 600, the 600 mile or 965km long race. There are tens of races within the NASCAR Sprint Cup Series, with this being the longest and most popular of them. Because of the notorious heat of North Carolina, the event now begins in the evening, to allow for cooler ait to circulate around the spectators. It then runs long into the night with further shows, smaller races and activities to partake in. Since 1959 this has been a successful event, closely rivalling the Indy 500 but the only way to find out what the best way is of spending your Memorial weekend would be to experience both for yourself and compare.

http://www.nascar.com

Monte Carlo Rally

The official name of this event is the, “Rallye Automobile Monte-Carlo” and is organized by the same people as the Monaco Grand Prix. Held along the French Riviera every summer, it has been an extremely popular event since the year of 1911. Of course it has grown immensely since then and attracts rally drivers from all across the world. In it’s conception, the event was designed purely for testing new technologies on vehicles and it has grown into becoming the first race of the FIA World Rally Championship that happens annually. The track used is very unbalanced in that it has great challenges presented due to the wet tarmac area, the dry tarmac, snow and ice sections. This of course, makes it a fantastic spectator sport.

http://www.acm.mc

Supercheap Auto Bathurst 1000

Finally, but most certainly not least comes the Bathurst 1000 show on your “must-visit” list. In the eyes of history, the show in this current format is fairly new and began in only the year 2000, but can trace its roots back to 1960. This event is special in the way that it allows only V8 Supercars to race and has recently become an official part of the V8 Supercar Championship Series. With a 1000 kilometre total distance to race in the beastly motors, there is sure to be a lot of serious noise and entertainment. This pinnacle of Australian motorsport is held each year at the Mount Panorama Circuit in Bathurst, New South Wales and offers so much more than many other due to its size and its draw from the dozens of high-end auto manufacturers to their event. 

www.v8supercars.com.au/content/bathurst1000

You might not ever be able to travel across the globe from the USA, to Australia, Monaco and other places, but it can certainly be a target to attempt to complete before you leave this world. Tick each one off as you go, take hundreds of photos of the exhilarating racing that you will see and enjoy the travelling. There is no better excuse for a vacation abroad if only just to see how the rest of the world does it.

By Car Chat Guy   Mon, Oct 19, 2009

In Washington DC, amongst a city of grand memorials to national leaders and significant events, sits an unassuming building that passersby might walk right on by, if it were not for the sign indicating its significance.

The Old Stone House in Georgetown has withstood the tests of time, partly due to a myth, and is one of the oldest known structures remaining in the nation’s capital, built in 1765. It is true, that in 1791 none other than George Washington himself stayed at the house when it was then a tavern. Later, it became a clock maker’s shop with a home upstairs for the clock maker’s family. Around 1850, it was also owned by a couple of wealthy widows who owned slaves there, commonplace in a time when nearly one third of the port town of Georgetown’s total population was slave laborers.

In the early 1900s, legend had it that the house had actually served as George Washington’s Headquarters, a myth that was later disproved, but that had actually helped to preserve the house for some time.

In 1953 the federal government purchased the house, which at the time was serving as a used car dealership called Parkway Motor Company. Their paved lot sat in what is now a beautiful English style garden.

An ad for Parkway from 1938 shows used cars at what appear to be very reasonable prices. A 1935 Ford Tudor for $239 equates to about $3,800 in today’s dollars. What’s more with only $9 down (about $145 in today’s dollars) you could drive a car off the lot, and probably gas it up for another two bucks (adjusted for inflation that is about what gas costs now), take your “best gal” out for a nice steak dinner and dancing afterwards and still have change for a Twenty!

The building as it appeared in the late 1930s and today. Those with sharp eyes may have also noticed the building to the left of the Old Stone House is missing in the latter photos. That was painstakingly torn down while still preserving the Old Stone House.

By Ed Victor   Tue, Dec 01, 2009

My neighbor’s kids are just 9 and 8 years old, and all they do is notice cars on the roads and play with their toy cars all the time. Stacy is a NASCAR fan, and she will tell you all about the black flag, over steer, and the pole position, but she can’t seem to learn her lessons at school.

You would expect a girl to be into dolls and to play house, but this one just beats the stereotype, and her brother follows her example. Alec is crazy about the Volkswagen Tiguan, and Mitsubishi Lancer. They have got a few toy cars, and they take care of them more than anything else.

Kids these days know a lot about cars. I have seen young kids go on tracks, on TV. And these kids are not like amateur drivers, they are absolutely competitive and serious, and very young.

My colleague’s kid is extremely obsessed with cars, and he has given a car theme to his room. His bed is car shaped, he has racecar posters on his room’s walls, and has car related knick nacks around the room. He has made traffic lights from cardboard boxes, and hung them in his room. He also plays “Need For Speed” on his computer.

Stacy and Alec are more of the messy kind, with all their toys and clothes scattered around the room unless their mom cleans it up once in a week or so. You ask them to get anything from their room, and they’ll be unable to find, it except their toy cars. It’s a relief they don’t set their cars on fire to get a more realistic racing feel!

Their mom is somewhat worried about them, especially Stacy, who totally defies the typical female stereotype, but her dad is all the way with her, and encourages her to be a professional racecar driver. When their mom tells them about road safety, they talk about collision instances from races and freak her out. It is totally hilarious to see them argue over these issues.

These kids are not the only kids into cars. I see kids get crazier about cars than adults. These kids seem to know it all, and better than the adults!

Mon, Dec 28, 2009

Born in California in 1929, Bill Reese has lived over eight decades, spanning the Great Depression, World War II, and 14 presidents. He persevered in his schooling to earn a Doctorate in Education and had a storied career in law enforcement.  He has always had a passion for collecting cars and restoring them.

It all started as a boy. Bill was heavily exposed to automobiles because his father was an auto mechanic.  His father was very old-school, diagnosing car problems without the use of any major technology or diagnostic equipment.  Bill can remember a time when his father put the working end of a screw driver on a running engine of a car that was having problems.  His father then put his ear to the handle and based on the sound that the engine was making, he diagnosed that the car needed wrist pins.  Bill's family had all kinds of cars as he was growing up, including a Model T, a Pierce Arrow, and a Model A Roadster. 

Bill got his driver's license at the age of 15.  He promised his mother that he would drive her anywhere she desired if she signed the request for a California driver's license.  Of course, shortly after he got his license, the desire to fulfill his promise of chauffeuring her around rapidly diminished.  Bill figures that she knew that would happen, though.  His first car was a 1935 Chevy two door sedan.  Since Bill was in High School at the time, he was able to utilize the mechanical shop.  He and several friends rebuilt the 6 cylinder engine.  Shortly after that, he sold the car and purchased a 1936 Hudson Terraplane Coupe.  He vividly remembers burning out thirteen rods before his dad finally diagnosed that the gear that pumps oil to the engine was stripped. 

Bill's first Model A was a 1931 Roadster, pictured here with his sister, Shirley.  According to Bill, it was super at making the girls swoon.   Bill drove the Model A through most of High School.  He figures it would be worth some big bucks today if it was restored. 

The dream car of his teen years was a 1937 Chevy Business Coupe.  He loved the car.  A few years after he bought it, his cousin, who was in the Navy submarine service, came home from World War II on a furlough and told Bill he was very interested in buying it.    Bill foolishly blurted out that he would take $600 for it, assuming that that was an enormous amount of money, and that there would be no way his cousin would accept such an offer.  Well, like a sailor on shore-leave, his cousin peeled six $100 bills out of his pocket and Bill couldn't back down on the offer.  So away went the car of his dreams, one which he has been trying to recover for nearly 60 years.

Mr. Reese has restored Model A's, built hot rods, and had as many as five cars at a time.  He reckons that he drove his mother nearly insane with some of the tickets and daring episodes he has had with his cars.  She most likely dreaded the day she signed for that license.  Bill conservatively estimates that he has had over 125 cars during his lifetime.  “In the early days it was possible to own lots of cars, since insurance wasn't required” Bill says.

As a young man, Bill met several police officers through the many traffic citations he received in his teen years.  None of the infractions were serious, but they were pretty annoying for his mother and father.  Eventually, in his late 20’s Bill chose to pursue a career as a law enforcement officer.  For him, it became apparent that it was better to join them than to oppose them!

After much hard work and the need for a better position, Bill was accepted as a Deputy Sheriff and was employed as a patrolman for the City of South Pasadena in California. During this time, Mr. Reese sought to finish his college education.  He earned a BS in Police Administration, an M.A. in Health and Science, and a Doctorate of Education in Institutional Management at Pepperdine.  Bill led a very busy life as his college studies were intertwined with marriage, child rearing, and his full time employment as a patrolman.  Bill had little time for his car hobby but he did manage to join a Ford Car Club and restore a 1929 four door and a bucket case 1930 Model A Pick-up.

Over the course of thirty years, Bill worked his way up the ranks at the South Pasadena Police Department.  He held various job titles including Sergeant, Lieutenant, Captain, Commander, and eventually Chief of Police.“My last five years were as Chief and it was especially gratifying, since I was the only South Pasadena P. D. Chief in over 40 years, that had gone though the whole gamut from patrolman to Chief.  It was a challenging and demanding tour of duty that I attribute to my wife's patience, the support of my kids, and the good Lord's blessings.”

Although he was very busy, he never gave up his dream: getting a '37 Chevy Business Coupe back in his possession.  The model "A's" were an easy entrance back into restoration, but the desire to get that 37 Chevy, led Bill to purchase a '37 Tudor Sedan on eBay.  He then dropped out of the Ford club and joined the Vintage Chevrolet Club of America (VCCA).  For Bill, this was the start of a tedious restoration process.

“I found that the rear floor boards were rusted out and there were several other problems that needed fixing.  The early part of the restoration entailed seeking someone to replace the rusted metal and then investing a considerable amount of time and money to get the replacement metal installed.  Luckily, the motor, a 216 stock, was in good condition.  There were numerous dents, bumps and scrapes, and a shimmy situation that had to be dealt with.”

Bill was rewarded for his time and effort, as the '37 Chevy is in good condition and performs well on Club Tours.  Has Bill given up on his dream of having a '37 Business Coupe?  “No, it still remains a wish ... down the lane perhaps.”  Almost everything on the restored '37 Chevy Tudor Sedan is new.  According to Bill, “The only thing '37 about it is the cab and a 1937 California license plate.  Oh, here is a caveat emptor...Always check a vehicle for rust before you buy it.”

Bill definitely emphasized the need to check for rust as this problematic issue reared its ugly head fairly recently.  For Bill's 80^th birthday, his family purchased a 1965 Mercedes SL, as a surprise gift.  It was a well kept secret, and it was to be the restitution for an identical vehicle that he had sold as a down payment on his family's home, 30 years prior.  The sellers assured Bill's family that the vehicle had been thoroughly checked and was in pristine condition.  This was the case on the top side of the car. Underneath, though, it turned out to be a "rust bucket" that had been covered with tar.  Fortunately, through legal action, Bill and his family recovered 95 percent of the purchase price back.  Since then, Bill's latest acquisition is a 1969 Mercedes SL from Ventura California, with "no rust".  Bill has restored it to about a 90 percent point car.  “I intend to drive it and enjoy it for the rest of my tenure here on earth.”

The last 20 years have allowed Bill to become active in his life-long love affair with vehicles. Searching for and finding parts, sharing information, making new friends and the fruits of the labors of the restoration is a gift that is invaluable. It does require sensitivity to family and budget, of course. “For example the cost of a Chevy or Ford part does not equate with that of the Mercedes. I made it a rule to not allow the cost of my car fetish affect the household budget. I've done some work playing Santa and some chauffeuring to help pay for my unique hobby” says Mr. Reese.  Over the course of his life, he's owned a great number of Fords, some Chevys, Chryslers, an Austin Healy, a Porsche, a Mercedes Benz, several Volvos, and several VWs.  He current has a 1995 Cadillac four door Converse, a ‘37 restored Tudor Chevy Sedan (This is as close as he's come to re-capturing his dream car, the '37 Chevy Business Coupe), a 1937 Chevy Pick-up hot rod with a 350 engine, a ‘69 VW sedan, and a ‘69 Mercedes SL (his latest purchase).  Bill has also stayed active in the VCCA and been its Director for 5 years.  He also recently joined the MBA (Musclecar Brokers Alliance).

Bill thinks that someday he'll sell the two Chevys and a VW Bug he owns and like serendipity, find a ‘37 Chevy Business Coupe just waiting to be restored and loved.  “Time is really not part of the equation. After all we are only here for a hop, skip, and jump and then a hope of life thereafter. I promised my dear wife I would stick around until I'm 93. That would allow us to have a 50th anniversary.”

Tue, Dec 22, 2009

Hey folks, here we are with another story of a die-hard car fanatic, who loves cars to the core of his heart.  It seems to be normal story in the beginning about a man and his love for metal. But not when you consider that at a place like Kiev, you can encounter such a car collector. That’s where it hits you. But you know how car collectors are.

So, the person in question here is the present Mayor of Kiev(Ukraine), Leonid Chernovetsky. To begin with, he is a businessman of great stature and it is not inherited. He made the whole business by himself. After working as a prosecutor, Chernovetsky, now 55, founded Pravex, now one of Ukraine's top 30 banks, at the height of the perestroika era in the late 1980s. Apparently, Chernovetsky has sat in parliament since 1996, earning a reputation for being an ostentatious moralist. He has drafted more than 120 bills, mostly on public morals and corruption. So, what do you do when you have lots of money? Most of the regular readers of this site will agree to spend on cars. Well, so do Mr. Chernovetsky.

Chernovetsky's lifestyle is unique. Unlike many other post-Soviet tycoons, he does not try to hide his wealth. His car collection starts from one of the biggest display of excess wealth on wheels ‘MAYBACH’. Mr. Chernovetsky was one of the first in his country, Ukraine, to buy a Maybach 57S costing in the region of around $500,000. It uses a 6.0 Litre version of the V12 engine manufactured by Mercedes-AMG. Power output is 604 hp (450 kW) and 738 ft-lb of (1000 Nm), providing a sub-5 second sprint to 60 mph (97 km/h). It also rides 0.5 in (13 mm) lower on 20 in (508 mm) wheels. It is an office on wheels and a lounge too especially with those business-class recliner seats.

The dynamic and elegant appearance puts the Maybach 57S in a league of its own when it comes to luxurious chauffeur-driven cars.  It seems like it is the most opulent way to travel to the office but not when you got the taste like Mr. Chernovetsky and money to go with it. Well being the car collector that he is; he is satisfied with nothing short of excellence. So, he has to have another car, something people call as ‘The Best car in the world’.  The Maybach, nowadays, has been collecting dust with the arrival of ‘Rolls Royce Phantom’ in the fleet and not one or two but four.

Yes,phantom you read it right. He has 3 Rolls Royce Phantom drophead coupes and one stately four door. He personally uses the Phantom sedan. Rolls-Royce Phantom's positioned as the pinnacle of the super luxury segment. A hallmark of Rolls-Royce, is the way in which the most advanced technology combines with traditional hand-craftsmanship to produce something extraordinary. Together with the use of the finest leather and wood veneers, it is this fusion of high technology and hand-craftsmanship that gives the interior its unique and luxurious feel. It has a 6.8 litre, V12 engine that produces 453 Hp and 720 N-m of torque. The Phantom has to be the default car in a car collector’s garage. That’s enough to keep the man of the house happy. But what about his family?

Apparently just being related to the man has its benefits. He loves his family a lot. So, he gifted his wife Alina Ayvazova, a Mc Merc SLR. Yes, the beautiful car is driven by his wife and was the first Merc SLR to be bought in Ukraine. The Mercedes McLaren SLR super car has a 5.4 litre supercharged V8 that pumps out 626 HP and will accelerate from 0 to 60 MPH in just 3.8 seconds and hit a top speed of 207 MPH.

And she is not the only woman in Chernovetsky’s life are who controls incredible amounts of power. He has a daughter named Kristina. She is a lawyer and graduated from Kiev state university. She enjoys her time behind the wheel of her Lamborghini Gallardo Spyder with its 5.0 Liter V10 that makes a screaming 520 HP and will go to 0 to 60 MPH in only 4.3 seconds on its way to hitting a top speed of 195 MPH. With such an amount of power under your right foot, she definitely might be scorching the streets of Kiev. But no, she enjoys driving subtly.

Chernovetsky’s male offsprings are no strangers to the finer things in life. They too have an acquired taste for fine automobiles. Both have some fine cars to drive and enjoy. Some of them include this Porsche 911 Turbo TechArt Street painted in a stunning matte gold finish. The 3.6 litre flat 6 engine has been tuned to produce 630 HP, goes from 0 to 60 MPH in 3.2 seconds and hits a top speed of 215 MPH. The design of the car body has sporting agility and a perfect exterior design. The aero-bonnet, headlight trims and mirror trims, striking sill panels and carbon fiber spoiler characterize the dynamic design of this sports car. Precise air ducts on the front spoiler and rear wing optimize the engine ventilation. The striking rear apron with its carbon fiber diffuser and air ducts to the intercooler are additional special features of the comprehensive aerodynamic program. TechArt interiors stand for exceptional quality and care worldwide and are produced by hand at the TechArt saddlers department.

Of the three Rolls Royce Drophead Coupe’s, the youngest son is most often found in the white version with a 6.75 Liter V12 that makes 453 HP and goes from 0 to 60 MPH in 5.9 seconds. The drophead has chrome alloy wheels which are 22 inches in diameter. The one in the pic is of older son Stepan. He too is a lawyer from Kiev National University and likes to spend lot of quality time with his cars. We can say he has nice traits inherited from his father. Kiev, including the whole of Ukraine, has some of the most fascinating landscapes of Europe. And with cars like these, they are more so. Life of Mr. Chernovetskiy seems to be a dream. Besides these beautiful machines, this car collector has few other machines resting in his garage, of which, he talks about in his own exclusive website:

http://www.chernovetskiy.com.ua/personal/personal/ob_avtomobiljah/

(Use google translator to translate Ukrainian to English)

But, recently his life has been turbulent. His working as a mayor has been questioned by many. Politics in Ukraine is already a bit of sideshow, what with the president and his rivals so estranged that the country still lacks a finance minister, which might be good to have in, say, a financial crisis. When Parliament members said he was acting bizarrely and needed a psychiatric exam, he went to a stadium where he jogged for the cameras before yanking off his shirt and doing pull-ups. He swam laps and flexed his muscles like Charles Atlas.

“They are judging me today and want me to spend the rest of my life behind the bars of a psychiatric hospital,” Mr. Chernovetsky said. “Look at my body, at how I express my thoughts. I am absolutely healthy. I think logically and philosophically.” True, he was in fine physical shape for a man of 57, though perhaps this was not the wisest strategy for proving one’s competence.

He spoke of what he said were his accomplishments in Kiev, a city of nearly three million people: nurturing development, combating corruption and helping the poor. He said he had carried out innovations like setting up an information hot line that has received millions of calls. He is given credit for improving the city’s greenery and restoring its historic sites. His backers say that as a result, Kiev, with its lovely cathedrals and old neighborhoods, has remained a charming city that continues to draw businesses and tourists, no matter the tough times.

“Everyone wants me to leave, except the people who elected me,” Mr. Chernovetsky says. “My voters are ordinary people, and I speak to them in one language, the language of ordinary people, even though, of course, I am not an ordinary person.” Mr. Chernovetsky acknowledges that such criticism is unpleasant, but he says that he relies on his faith to bolster him, reading the Bible daily. As a member of the Embassy of God, a Kiev-based charismatic church, he sent copies of the Bible to all members of parliament and, as he claimed in an interview on the church's website, "to all judges in Ukraine." But whatever be the case, we wish he comes out of political scuffle with victory.

We can’t say if he is a good mayor or not. That is for the people of Kiev to decide. But from the context of a car collector, he is an excellent connoisseur. He sure has a collection anybody can be jealous of. But what is important here is his spirit of displaying enormous love for his cars and continuing his legacy with his family. Hats off to Mr. Leonard Chernovetsky.

Tue, Oct 13, 2009

If there was ever an era when Mercedes sports cars were cool, not just flashy and over-stated like they are now, it was the 1970s. Why? German engineering dictated that both style requirements and the practical desires of the driver were fused seamlessly, with cool, low-slung, straight lines with the fitting curves and tons of character thrown into the mix.

A talk with Susan and Bill Linden, a married couple who live in St. Albans, West Virginia: “Our car is a 1974 Mercedes Benz 450SL. It’s yellow with brown pin-striping and it also has a dark brown soft-top and a removable yellow hardtop .I named it Woodstock after Snoopy’s little bird friend. Luckily it drives better than the bird flies” she joked.

Although many cars from this era haven’t seen a dealer’s lot since new, and tend to be passed down through generations or sold privately to fellow enthusiasts, Susan’s and Bill’s car was bought very recently from a friend who runs a nearby dealership.

“We purchased it in May of 2008 from our friend Ron Humble in Bristol, Tennessee. He’s the owner of Rumble Car Sales there. He mainly deals in antique cars with a few street rods as well”.

Upon taking a test drive in the car before buying it, the engine died three times, Where others would have been put off, they bought the car and Susan holds the explanation to the engine that kept knocking out: “It turned out the gas tank was full of crud and that had blocked the interior filter in the gas tank”. A quick clean and a refill and the engine was purring like a sleeping kitten.

Everything looks pretty original on the car. The body work and interior are in excellent condition but as with most 40 year old cars, there is always work to be done.

“My husband Bill is working on it himself” Susan informed me “with some advice from a local guy who works on cars like these. It is going to be our driver for now. He is currently working on getting the A/C working and converting it over to the new refrigerant. The A/C was not working at all when we bought it. Also, a previous owner has put in a modern radio/tape deck”.

For me, my favorite aspect of the SL is how she looks from the side with that sleek appeal but still looking tough. Susan however, perhaps has a more light-hearted view of Woodstock. When I asked her what her favourite aspect of the car was, she replied: “How fun it is to drive on our winding roads in West Virginia. It’s a blast on the highway or on those back country roads”.

But they don’t use it every day; “Just for a fun day out on a drive. We hope to someday put it in the DPC class at an AACA show”.

For those of you who may not know, the AACA is the Antique Automobile Club of America which is the largest Auto Club in North America.

Now, for me, a classic car, especially one with German origins that have notoriously pricey parts, spells ‘EXPENSIVE’. I wondered if it was indeed expensive to maintain for Susan and Bill. My suspicious were confirmed. “Yes. But we knew that when we bought it. Hopefully once the things that need fixing are done it will be less expensive in the long run”.

It seems that Bill and Susan are serious about their cars and know them pretty well. Their repair work along with their future aspirations for their car ‘Woodstock’ intrigued me, especially since they only have it for one year. I asked them whether classic cars were a hobby for them or whether they make a living from the popular pastime. ‘They are a hobby to us. Currently we are both Senior Master level judge for the AACA. We also have a 1963 ½ Ford Falcon Sprint Convertible that Bill is working on restoring as our AACA show car for the future”.

So while it might be all for the love of the cars, Susan and Bill are more than just your average club member. They take an active part in the AACA as well as compete and take pleasure from their hobby.

This kind of devotion surely can’t come from owning a classic car for a little over a year? I inquired as to whether the Benz was their first dip in the classic car pool; it wasn’t.

‘My first car as a 1967 VW Bug. I loved that car. Well, except for the steel cables that would rust over the summer and then the heaters wouldn’t work!’

‘Our first classic car came about two years after we got married. We purchased a one owner 1958 Chevy Biscayne two-door as our first antique car.’

And Susan’s dream car? ‘The 1965 Dodge Dart GT that my Dad bought for him, my mom and me. We took our first camping trip in it for two weeks to Canada’.

My final question to Susan was whether or not she had any stories about Woodstock in the short time she has owned her Benz. Her response underlines the depth of the tight-knit community in car collecting and clubbing. ‘Having only had it for a year we don’t have many stories yet. Sadly, its first big outing was to the funeral of a long-time friend. When one of our club members dies, as many of the other members that can follow the hearse in their old cars. It is sort of our own version of the jazz musician funeral parades in New Orleans’.

Tue, Oct 06, 2009

On a sunny afternoon, in the summer of 1972, Donald Collins walked through the doors of Peacock Chevrolet in Dublin Georgia. He needed a new work truck for his farm, and Chevy's C/10 seemed to be the right truck for the job. Those 300 acres needed constant attention, and the new Chevy C/10 would make those farm chores a lot easier.

He wound up buying a brand new Chevrolet C/10 short box. It was bronze with the white top, and featured Chevy's 307cid V8, three-on-the tree, and a 3:73 rear end. The truck didn't come with air conditioning, so Mr. Collins bought and installed an A/C kit from JC Whittney.

His new C/10 was intended for farm use only. Mr. Collins had a 1963 VW Beetle that he used when he wasn't on the farm. So, the C/10 rarely went farther than the local feed store. As a veteran of two world wars, and the Great Depression, Mr. Collins took care of his truck. He saw it his Chevy as an investment, not a “lifestyle accessory”. His generation didn't believe in getting the “latest and greatest”, as soon as it hit the showroom floor. They believed in getting the most out of what they had. Perhaps that's why the old C/10 is in such good shape after 400,000+ miles.

If you ask Mr. Collins' family, there are many memories associated with Donald's old truck. But none of these memories are more special than those shared by the truck's current owner, Donald's grandson, Brian.

“The earliest memory I have of the '72, is smacking my head on the dash when granddaddy hit a ditch”. It had rained a lot that year, so the field surrounding the Collins' pond was really over-grown. “Me, and daddy were riding through the field with granddaddy. The field grass was so high that granddaddy drove right down into the ditch surrounding the pond”. This resulted in the dent on the C/10's front bumper. Ironically, this is the only body damage the truck suffered in it's 10+ years of hard, farm use.

Brian (Donald's grandson) first learned to drive on the C/10 too. You see, in the country, you helped out on the family farm...as soon as you were big enough. Age didn't matter much when there were 300 acres of crops to harvest. If you were big enough, you were doing something to help out.

At the tender age of 6, Brian was big enough to reach the pedals on his granddaddy's C/10. So, while Brian's daddy, granddaddy, uncle and several farm hands loaded hay bales onto a trailer, he was supposed to pull the C/10 forward as they went along. “I remember granddaddy and daddy running for cover because every time I let the clutch out, the wheels would spin, covering everybody in sand”.

Donald's '72 C/10 had Chevy's smallest V8. At 307 cubic inches, this torque machine replaced the venerable 283ci V8 and featured a 327 crankshaft, housed in the 283 block. It was rated at a modest “net” 135hp, but it produced the torque of a 350. Often mistaken for an Oldsmobile engine, Chevy produced its own 307ci V8 from 1968-1972.

Straddled by the strict, new emissions regulations, Chevy was being forced to redesign its engines to run on the forthcoming, unleaded gas. The new EPA regulations required emission controls to be fitted to every new car sold in the United States. These new parts were supposed to recirculate the engine's exhaust in an effort to reduce the harmful toxins produced by burning fuel in the engine. However, with the adaptation of any new technology, comes the inherent bug, and inefficiency. These early emissions systems were crude, and they reduced horsepower ratings significantly.

Adding insult to injury, the Society of Automotive Engineers (SAE) introduced a new standard for measuring horsepower in 1972. Meant to give more accurate power ratings for the upcoming unleaded gasoline engines, automakers were forced to advertise their horsepower in so-called “net” numbers. This meant, taking the gross horsepower of an engine, and subtracting power, based on emissions equipment and the car's accessories. A more realistic number was produced, and insurance regulators were satisfied.

Mr. Collins was very satisfied with the power that his '72 Chevy produced. Its hearty 307c.i. 4bbl, coupled with the 3-speed manual transmission and 3:73 rear end meant that he could handle nearly any farm chore with ease. While it was in service on the farm, the '72 pulled countless trailers, over-loaded with hay and corn to market. It also served as a mobile well drilling rig, using a pull behind drilling machine.

The 307 has been replaced 3 times, with the current one purchased by Brian's father in the early 90's. He bought the crate motor from Autozone, and it even came with a mild cam. This engine has proven reliable, and much more powerful than the original 307.

Mr. Collins took meticulous care of everything that he owned. Having been through the Great Depression in the 1930's, he was appreciative of everything that he was able to buy.

Nearly every farm tool and vehicle that he ever bought were so well cared for that the family still has most of them stored in a barn on the Collins farm. And nearly every item in that barn is in like-new condition. Including his Ford 8N tractor, which looks almost as good as it did when he bought it.

His old '72 C/10 still sports the original paint, and all the original equipment. Including the JC Whittney A/C kit. Even though the white paint's starting to fade a bit, everything on the truck still works. Pictures really don't do this truck justice. Because, in person, you're very aware of how original this truck really is.

Brian received the truck as a gift from his grandmother in 2002, and he hasn't changed a thing on the truck. “I don't drive it because I'm scared I'll mess it up. Granddaddy loved that truck, and I'd sure feel bad if anything happened to it.”

So, once a year, Brian fires the ole' C/10 up and drives it to the cemetery to visit his grandfather. “A lot of people ask me why I don't drive it more...but I like to think that I'm treating it like granddaddy would have...this isn't a truck to me, it's a collection of memories. And every time I drive it, I remember...granddaddy.” 

Mon, Nov 30, 2009

1996 Dodge Ram - My first new truck, purchased new in April 1996 as a college graduation gift by my parents (they gave me the down payment and I paid the rest). With that truck, I went through two law enforcement academies, US Coast Guard Officer Candidate School, lived in five states, had my first date with my wife, got married in it, and had it when my kids were born.

I drove it daily for 130,000 miles until 2003 when my wife was pregnant with our second child and I needed something with a backseat.  Having just gotten home from an Operation Iraqi Freedom deployment, I had some cash to spend and bought a new 2004 Ram Quad Cab, which I still have. 

However, since nothing will replace the memories I have with my black truck, I couldn’t sell it and in true hot rodder fashion, I built what I had.  I replaced the original 318 cubic inch with a mild 408 stroked small block in 2005 that was dyno'd at 487 HP at the crank.  I still run it with the OBD II computer with all the A/C and power accessories and it gets 17 mpg on the highway (empty).  Plus I can still tow my boat.  Its best quarter mile times are in the low 13s but I know it has 12s in it.  It’s a neat hot rod.

I did a driving restoration on that car, never having to take it off the road for any extended period of time while I worked on it.  It’s got a very strong 440, 4 speed and a Dana 60 rear, and they are all original to the car. I also have a book of original documentation for it, including the bill of sale from Chrysler Military Sales. I drove it on the Hot Rod Power Tour in 2006 from Georgia to New Jersey plus frequent road trips to Carlisle, PA, Columbia, SC and it makes the 500 mile round trip from my home in Gloucester, VA to my current duty station at Camp Lejeune, NC at least once a month. It’s a street/strip car that doesn’t know it’s a reliable driver!

1972 Plymouth Fury I Virginia State Police car - I’m a police officer in my civilian job, as well as a Mopar guy so I had to get a police car!  The ‘69-‘73 440-powered Dodge and Plymouth police cars are THE legendary cruisers, the only car to break 145 mph in tests conducted by the California Highway Patrol and Michigan State Police, which are the benchmark tests used by law enforcement agencies all over the country to evaluate police vehicles. 

Only the 2006 Dodge Charger broke the records set by the old Mopar cop cars.  See it really does take a Mopar to catch a Mopar!  I found the Fury in 1999 in an ad listing old Mopar police cars for sale in Ohio.  They were mostly later Diplomats but he had one old ’72 Plymouth from Virginia.  How could I pass that up!  I had the car shipped to me in Texas and it was very rough. Every single body panel had serious rust, but I had committed myself since it took over a year to find one and since this car still had its original drivetrain (most police cars had been pilfered of their 440s for upgrades to 318-powered Chargers and Barracudas). I found a rust-free ‘72 Fury sedan donor parts car and got my saws out. The quarter panels, rocker panels, rear doors, entire floor pan, trunk floor, inner fenders and front subframe were cut out and welded onto the my police car.  I rebuilt the engine myself and sent the transmission out.  I finished it in 2007 and now take it out to shows and parades. Next May, I’m going to bring it to the Law Enforcement Memorial in Washington DC for Police Memorial Week. 

1968 Plymouth Valiant - My Dad's first car was a blue 1968 Valiant that he got soon after he and my Mom were married.  Being from New York City and relying on mass transit, he never needed a car until after he got out of the Marines, married my mother and started having children.  He was never a car guy by any means, they were just a tool to get from point A to B for him but he always spoke fondly of his Valiant. 

In 2005, I had an idea to get a Valiant, restore it and give it to him in time for his 65th birthday in 2006.  I started a search and found this one in Oklahoma (Valiants are hard to find!)  It was mostly rust free but needed some restoration work.  I got the drivetrain done, the legendary 225 Slant Six with Torqueflite automatic, and started prepping it for paint when he had a sudden heart attack and passed away one month before his 65th birthday.  I finished the car as a rolling memorial to my father who I love dearly.

1969 Charger - This is my current project and I’m doing a rotisserie restoration on it. No progress pictures yet, but it will be a Pro-Touring car powered by a 500+ cubic inch big block. I’m still considering a Hemi but that may wind up being cost-prohibitive. I’ll add in a Tremec 5 speed, big disc brakes, a modern suspension and 17" wheels on modern tires.  It’s an original R/T SE car that became a drag car at some point in its life. It was sitting in a field near my families' land in South Carolina and I brought it home in 2007.  I grew up on the Dukes of Hazzard so the 1969 Charger is my favorite car. 

1973 Plymouth Duster - I drive this one every day. I just picked it up six months ago and its a 50,000 original mile six cylinder/3 speed stick shift car that has gotten as high as 28 mpg.  It’s a typical old lady car, bought new in May, 1973 by a coal miner and WW2 veteran's widow in West Virginia.  She got too old to drive it a few years ago and sold it to a friend of mine who is her nephew. He wasn’t doing anything with it so I picked it up. It’s a cool old car to drive every day instead of a boring modern car. I added the vintage Keystone mags and Duster 340 hood scoop to add a little more cool to it. I may hot rod it later but for now the six and its 25+ mpg stays!

1968 Road Runner - Another recent acquisition from the same buddy I got the Duster from. Looking forward past getting my Charger done, I saw this Road Runner and had to have it as a project to build with my kids as they get older (they are 8 and 5 now). It was originally a 383 car with a bench seat and painted light blue metallic with a white top and interior so it was a pretty car when new and now it has a 440 in it. Supposedly it was a known street racer around the Richmond area in the 70’s and 80’s, but somewhere along the way someone started cutting it up to be race or Pro Street car. It’s actually a very solid car that will only require new quarter panels and a trunk floor. I’m looking forward to putting this one together.

1977 Grand Prix - You only get one first car and this one's mine!  I inherited it from my brother in 1990.  There’s a lot of memories in that car.... It’s at the painter's now getting a fresh coat of Brandywine Metallic.