Car Chatter, Car Chatter,

An Indian '38 Packard

Tue, Jan 27, 2009

Several years ago, in India, there was a family, as told by my father, which had a 1938 Packard Eight. The car had not been driven for more than fifty years. I decided to end the suspense, and went to meet the family. To my surprise, I found that the car was accumulating dirt.

Since the previous owner had died, I focused on meeting his son and heir. The heir already knew that I owned a 1939 Packard. He had a strong desire to fix his car in total. A splendid car of the Packard’s panache deserved tender loving care.

The current owner’s father had changed the car to a Super Eight engine with a left hand gearbox. A column shift was desired instead of a floor shift.

I decided that there was no point in even mentioning the car as a possible sales item. The son was focused on singlehandedly restoring the car to robust health. I was relieved; the car’s faculties would be maintained.

Fourteen years after my exodus from India, I returned to my roots. I was deeply curious to see what had occurred to the classic Packard Eight in the fourteen years since I had left.

Upon entering the location where I had first gazed upon the car, I was shocked to see a gigantic housing complex where the car once stayed. I questioned the security guard about the car that had been stored in the garage and I was told it was across the street. The suspense was killing me!

It didn’t look anything like what it looked like before. The radiator and bonnet were entirely missing. The carburetor was not visible, and the manifold was exposed to the elements. I was reassured to see the starter and dynamo were there; however, the car looked like King Kong had a wrestling match with it, and King Kong had won! The interior floor and trunk floor were gone, and I could see the ground below the car in multiple places.

I attempted to compare the trashed machine before me with my memories of a black colored 1939 Packard, but I could not resolve memories with the stark reality. Nothing of worth was remaining.

I ambled away immensely distraught and I then attempted to find the owner who I had met fourteen years ago in Hyderabad. However, I found that he, like me, had moved to the United States.

I visited the site once more a year later. I found that the car had been pushed more to the side and a crane had utterly demolished the car’s ceiling. I was crying in fits and starts. Murder had been committed and I had to prevent further felonies like this.

I arrived at my house and telephoned the scrapped Packard’s owner to see if he was back from the US. To my good fortune, the previous owner came to chat with me. We decided to meet and talk about the car’s situation and prospects.

A pathetic tale was told, as the previous owner related how the car was shredded into parts in the hopes of restoring it. The trim was guarded by a buddy of the owners and was stored away. They just never focused on restoring the car apart from removing the paint. He advised me that multiple hobbyists had asked to buy the car while it was in top shape and now not a single soul wanted it. Who could blame them? He said that the last person to consider buying the car was a scrap metal company and they were only offering a few bucks.

I quickly asked if he would give me the opportunity to restore it to life. A smile grew across his face. He enthusiastically said yes. A plan started to simmer in my mind, as I grew in excitement.

I questioned him as to where he had hoarded away the car’s trim. He gave me a list of associates who had taken most of the materials. I was told some miscellaneous parts may be lying around. So, I began cold calling his associates in the hopes of gaining allies in my quest.

Firstly, I moved the vehicle into a new location. The Packard I had at home and the Packard I was attempting to revive both had the same body. Thus, I began to use the same wheels and sidemounts for both vehicles.

Quickly, I had installed my Packard’s wheels on the scrapped Packard and an attached shaft. Proof of the car’s quality construction, years of damage at the hands of Mother Nature did not cause the car’s mechanics to get stuck.

A friend owned a Jeep SUV, and was helping to pull this carcass on wheels, hardly certain that it would go up to the hills where I lived. However, I was in a determined mood and civilly requested him to sit next to me while I impelled the SUV forward.

To view a once impeccable Packard devoid of its glory, and being tugged behind the SUV, was quite a sight. Without disturbance, we arrived near my house, yet needed more momentum to make it to the top of the hill.

The final obstacle was an almost vertical slope to my house, but this SUV just didn’t have the hor sepower to chug up the chill. However, luckily a throng of people had assembled to see the spectacle. Indian curiosity has its benefits. To my good fortune the crowd that gathered to watch helped transport the hulk of a car and almost instantaneously the Packard was in our garage.

Our “team” was getting proficient at this exercise, so subsequent ascents were even more, successful. I needed to combine the spare parts that remained. Thru a common childhood friend’s garage, we filled the SUV with bumpers, fenders, radiator, side wheel rims, and other miscellaneous parts.

My mother and father’s faces were enshrouded by a puzzled look when they viewed the junk arriving in their home. They must have been worried that their precious son had now finally gone insane. They didn’t want to discourage me, so they didn’t utter a peep. However, I was sure of what they were thinking, and it wasn’t good.

I must have spent a year assembling parts before I actually got down to repairing the vehicle. I have always had the desire to do renovation work on my own. Besides, I was broke and unable to hire staff. I might have benefited from assistance, but I wanted to do the job at my own speed and with my own level of attention to detail.

Towards the end of the project, I disassembled the gigantic 327 cubic inch engine by myself, and carried the spare pieces into storage. The valves were worn away along with the pistons, so I needed to utilize someone else’s aid to hoist the block into my car and move it into storage. The differential housing, front, suspension and gearbox went into storage as well.

Now, all that was left in my parent’s home was the body’s chassis. With the aid of 15 workers, the chassis was carried on shoulders across the street to a new house. The damaged Packard’s body went soon afterwards.

It was the greatest experience any car enthusiast could ever have had once the parts were collected and assembled. Revitalizing a classic car and restoring it to its former robustness is a transcendental emotion.

While a car is a mechanical contraption, it can endear itself to you just like any hard won success does. Cars do have souls.

But the “cherry on the sundae” that tops it all off, is hearing a car fire up for the first time, and idle under her own combustion engine. I emphatically insist that all car enthusiasts disassemble and restore an engine just once in their lives.

I still have to complete the car’s upholstery. However, the journey has been long and adventureous, but well worth it.

One from the Road,

One From the Road

By M.Dee Dubroff Fri, Nov 06, 2009

Butt Officer, I Swear I Don’t Know Where My License Is!

This poor woman is missing more than her license, (like possibly her skirt and her mind for starters) but what do you think she is really looking for? Is her license merely a ruse to hide a search for deeper, darker things? Could she be looking at the remains of a broken fan-belt or perhaps what’s left of a motor? Or maybe she really needs some answers from the inventor of the first true automobile.

That would have been Germany’s Karl Friedrich Benz (1844-1929), who in 1885 invented the first gasoline automobile powered by an internal combustion engine. (Yes, Benz of Mercedes-Benz fame). Whatever our poor damsel is in search of, it is unlikely she will ever find it.

No ifs, ands or butts about that!

http://www.loc.gov/rr/scitech/mysteries/auto.html

Columns,

Sports Car Rallies

By Greg Walker Wed, Oct 28, 2009

Day 169 – July 30, 1908

At one point the Germans are told of a passing of another car one half hour ahead of them with the inscription “New York-Paris”, could this be the Americans? “We believe nothing else than that our worst fears had become really true, and rushed forward as if it was a matter of snatching away a few souls from the devil!”

That is an excerpt from the daily log of George N. Scheuster, the man who finished the New York to Paris race of 1908. The Great Race, as it is now called, was a heroic endeavor at the turn of the twentieth century. Cars were unreliable, and the driving teams had to have an intimate knowledge of how every aspect of their cars worked in order to keep them going in what amounted to an around the world race. They faced horrid conditions of weather and of road, often not having roads on which to drive. The Thomas Flyer, the car that eventually won that race, was fitted with the first seat belt on record. It was a wide leather belt, cut in half, and nailed to either side of the driver's seat. Its function was not to protect the driver in case of a collision – its function was to keep the driver in the seat when he fell asleep on the long, late-night legs of the race.

There are many types of rallies, but the basic forms are:

Speed Rallies – The point of speed rallies is to drive as fast as you can from the start to the finish. The most famous of these is probably the formerly outlaw race, The Cannonball Baker Sea-to-shining-sea Memorial Trophy Dash, aka The Cannonball Run. These rallies are run illegally or they are run under closely controlled circumstances. The primary difference between a speed rally and a road race is that the cars in the rally are timed out at intervals rather than all starting at the same time. When legal these may be professional, amateur or open events.

Time/Speed/Distance (TSD) Rallies – This is a much more subtle competition than a race. Each car normally has two member teams, one team member acting as driver and one as navigator, and on long rallies the roles may change periodically. The driver operates the vehicle and takes instructions from the navigator. The navigator interprets detailed instructions, providing turns and speeds for specific distances on the rally. There are periodic checkpoints on the rally route, into which the cars are timed. The locations of the checkpoints are unknown to the rally teams. The cars are penalized for every second or every 100th of a minute that they enter the checkpoints early or late. Specific rules of the rally are determined by the operators of each individual rally, though national governing bodies such as the Sports Car Club of America (SCCA), do offer sets of standardized rules for the competitions under their auspices.
Mixed Rallies – This is the structure of most professional rallies worldwide. Events such as the famed Paris to Dakaar Rally will take long stretches of flat out speed across the desert. The speed leg will end at a checkpoint, and the rally will pass through a city or town on a time/speed/distance leg, as described above.

Gimmick Rallies – These are fun games for the not-too-serious amateur. More of automotive tours with some driving games than true rallies, these often involve “Tours of Lights” around Christmas time, or other scenic tours, where the drive is more important than the competition.

Rallying has always required a steely constitution and a willingness to take on grueling circumstances, all in the name of sport. This type of cross country race, and those that are a bit less ambitious, are still attempted throughout the world.

In the US there are many rallies run every month of all varieties and all lengths from a hundred miles to laps of the entire country and circum-global dashes! Here are a few of the big ones:

The Great Race

Start point: Times Square, New York, New York, USA

Finish line: Eifel Tower, Paris, France

Elapsed Distance: Approximately 22,000 miles (based on the route of the 1908 event)

Participation fees: Private Participant - $109,500

Columns,

Trans Am Racing

By Benjamin Hunting Sun, Apr 12, 2009

In the 1960's, there were several different types of racing in the United States, but the big players were Champ Car, where open-wheel cars competed at Indianapolis and other paved tracks around the country, and NASCAR, which consisted of mid to full-size sedans fighting it on banked oval speedways and short tracks primarily in the southern regions. Formula 1 made occasional stopovers in America, but was for all intents and purposes a European series.

For the average amateur racer, the costs involved in participating on a regular basis in Champ Car or NASCAR were prohibitive, and Formula 1 represented the absolute stratosphere in terms of team investment. The Sports Car Club of America saw an opportunity to create a racing series that would allow enthusiasts to take to the track without having to take a second mortgage out on their house. By creating a set of rules that were designed to keep cars close to stock, the Trans-American Sedan Championship as it was initially known would help to foster a spirit of competition that was focused more on driver skill than the deep pockets of sponsors and team owners.

Known as Trans-Am for short, the series was designed to allow both European automobiles and American muscle to mix it up on the track, satisfying the passions of both devoted small-car racers and those who were dying to prove that Detroit iron was capable of doing more than just going fast in a straight line. To facilitate competition, the Trans Am series would divide the field into Two Liter and Five Liter classes. Competition amongst the smaller-engine cars was quite varied, with Porsche, Mini Cooper, BMW, Volkswagen, Alfa Romeo and even some Ford compacts being represented. However, when most people think of the Trans Am series, they tend to focus on the era from 1968 to 1972 when domestic cars went at it tooth and nail in the Five Liter class in a true battle of the muscle car titans.

When racing kicked off in 1966, cars of all shapes and sizes were entered into the Five Liter class, as the formula for success had not yet been fully dialed in. Larger cars like the Pontiac GTO and Mercury Cougar mixed it up against more compact vehicles like the Chevrolet Corvair. However, after the first few years it became clear that the best combination for success rested in the use of smaller mid-size platforms such as the Ford Mustang and Chevrolet Camaro. The relative light weights of these vehicles combined with the availability of excellent engines soon had these two models neck and neck for podium status. The first stars of the Trans Am series would find themselves piloting these very cars, with Mark Donohue picking up 29 wins mostly at the wheel of a Camaro for Roger Penske between 1967 and 1971, including a dominating year in 1968 where he won all but two races on the entire schedule. Trans Am races took place on some of the most prestigious courses in North America and incorporated some very well known events, including both the 12 hours of Sebring (which Donohue won two years in a row) and the 24 hour endurance race at Daytona. While the series might still have been in its infancy, it wasn't as though Mark Donohue was sifting his way through a cast of nobodies – stars as bright as NASCAR legend Richard Petty, open-wheel master A.J. Foyt and Jacky Ickx would make a go of it in Trans Am.

The series began to attract more and more attention, not just from race drivers and their fans, but also from automakers who saw a way to make a more direct connection with performance driving enthusiasts. Factory participation expanded in 1970 to include two of the most famous vehicles to compete in the sport, the Plymouth Barracuda and the Dodge Challenger. These Mopar entries were matched by special street editions in order to meet the necessary requirements for participation in Trans Am. Race vehicles had to conform to the Five Liter engine restriction, but street versions of the car had a 340 cubic inch engine matched with a ‘6-pack' carburetor setup that employed three dual-carbs. The vehicle was dubbed the Challenger T/A, and was only sold in 1970 due to Dodge's unwillingness to finance another season in the series – the vehicle was not competitive in Trans Am. An AAR ‘Cuda with identical specs had better luck for Plymouth, finding itself on the pole several times during its lone season, but it did not win any races and the program was also cancelled. Despite being failures on the track, these limited production muscle cars would become sought after collector vehicles in the years that followed their participation in racing.

American Motors had also joined in Trans-Am action, fielding cars between 1968 and 1972, and their vehicles were the final piece of what is now known as the ‘Golden Era' of Trans Am competition. The vehicle of choice for AMC was the Javelin, a small pony car in the same class as the Mustang and Camaro (and a little bit smaller than the Chrysler entries), which was available in showrooms in a special Mark Donohue edition to legalize their entry in Trans Am and celebrate Penske and Donohue's decision to move to the fledgling company. AMC's program suffered from a lack of money for testing and intensive car development, but the Javelin did not embarrass itself out on the track amidst the other heavyweights of the series. In fact, Donohue was able to squeeze out six straight victories in a Javelin in 1971 on his way to yet another driver's championship.

Unfortunately for V8 lovers, the 1970's would prove to be the swan song for these elegantly prepared mid-size muscle machines. With pollution restrictions neutering most performance vehicles in North America and automakers shifting their focus away from racing to deal with the energy crisis and a looming economic downturn, European vehicles would begin to dominate the series, especially the nimble Porsche 911. This was further compounded by rule changes which began to eat away at the competitiveness of domestic efforts. It wasn't until the early 80's when the introduction of tube-framed cars and better stratification of racing classes would once again make it viable for Fords and Chevrolets to participate in Trans Am. In fact, it was the more modern editions of the Mustangs and Camaros which had kicked things off so many years before which would come to the fore during the new decade of racing. Even Lincoln-Mercury got into the act, winning a manufacturer's championship on the basis of the performance turned in by the Mercury Capri and two-time champion Wally Dallenbach, Jr. Scot Pruett proved to be another important driver to emerge from this particular era of Trans Am, but the real story would be Roush Racing. Owned by Jack Roush, the team would enter the series in 1984 and win more than half of their racing starts between their debut and 1990, with their dominance only briefly interrupted by the presence of Audi and their incredible Quattro all-wheel drive system – a development that would see the that manufacturer's primary weapon banned from Trans Am the year after.

Entering into the 1990's, Trans Am was once again dominated almost exclusively by entries from Ford, Chevrolet and a newly resurgent Dodge. Tommy Kendall, Scott Sharp and Paul Gentilozzi would find themselves frequently battling it out for the top position in the overall standings However, by the end of the decade, the introduction of new specifications that allowed more technologically advanced motors into the field would see not only the resurgence of foreign marques such as Jaguar, but also the gradual whittling of the sport down to a two race event held one weekend a year by 2006.

Fans of the fire-breathing V8 machines from the ‘Golden Era' of Trans Am racing still have a chance to see the vehicles of the past in action, however. The Historic Trans Am series runs a schedule of at least 5 events a year, timed to coincide with major automotive events across the country. The stated goal of the group is to preserve and race vehicles hailing from his particular time period in Trans Am history while maintaining the exact specifications and configurations originally held by the cars. No modern improvements are allowed, making this form of heritage racing a true throwback to one of the most competitive time frames of the sport. Perhaps the most fascinating aspect of Historic Trans Am is that each vehicle running is an actual, restored race car with a real history of performing in the original racing series. This level of authenticity makes the competition that much more intense, as both car and driver strive to re-capture the glory of days past.

Columns,

Book Review

By Shamit Choksey Thu, Nov 06, 2008

Muscle Car Confidential: Confessions of a Muscle Car Test Driver

Author: Joe Oldham Publisher: Motorbooks 2007

It was the age of the American muscle car, and Joe Oldham, driver extraordinaire, was right in the thick of it. All the way up to his neck, in fact. As a car columnist and high-performance tester, Oldham drove some of the most sought after street machines from the 1960s and ‘70s. This book chronicles 24 of them – from a 1962 421 Super Duty Pontiac Catalina to a 1976 455 Pontiac Trans Am, and more than a score of other classic hotrods in between. These cars are now worth fortunes, each with mythic tales to match. Oldham's memoirs, taken directly from his handwritten test notes, give enthusiasts a front seat, white-knuckled perspective on what these cars really felt like to commandeer. Especially, in full-tilt mode.

What makes Oldham’s stories so impressive is that he didn't just test these cars under controlled conditions within set parameters. He took many of these cars right out onto the mean streets of New York to see how they fared in the late night match racing culture that existed during that time period. But don’t expect a bragfest. Oldham isn’t trying to impress you, he’s just telling it like it happened.

Keep in mind, Oldham used to write for East Coast muscle car mags. In other words, he got his hands dirty. Visceral and pulpy, these monthlies perfectly captured the pulse of the street scene, and ultimately influenced what Detroit was producing.

This book is also extraordinarily truthful with respect to the individual automobiles. If Oldham doesn’t like something about a particular car, he doesn’t beat around the bush. For example, the 1968 Plymouth Road Runner was "just a car that didn't run very well."

His nonchalant and sardonic tone is a refreshing one in a genre that often takes itself too seriously. In testing an American Motors 401 Javelin, he writes, “It wasn’t’ just the wheel that fell off, the whole damn wheel /brake drum assembly ripped off. Guess that was our fault.”

And sometimes, Oldham gets it wrong with the facts, but no big deal. This collection of experiences is more about the highs, the lows, and the crash-and-burn finishes, rather than a laundry list of technical specs. But to be fair, most of Oldham’s data appears to be highly accurate.

Add to the mix a compilation of gritty images, showing classic muscle cars doing what they do best: flexing their muscles. Predominantly black & white, the photographs grant the book a nostalgic quality that will throw readers right back to the heyday of big, American rear-drivers.

In the book’s foreword, the author’s son gives insight that helps the reader realize the true essence of a muscle car test driver. He writes “My brother an I don’t even have normal baby pictures. Instead, we have pictures of us sitting in the cockpit of the big-block, Chevy-powered Hemi Hunter Double A/Fuel Dragster.” After his behind-the wheel glory days, Oldham went on to become Editor-in-Chief of Popular Mechanics for 19 years.

Ultimately, Muscle Car Confidential is a tell-all behind-the-scenes look at an era when ‘might meant right’, and guys like Joe Oldham got to live the dream. That alone, makes it a must-read for fanatics everywhere.

New Products,

New Products at SEMA

By Jeff Bressler Tue, Dec 02, 2008

While the new and late model used cars markets are suffering through a recession, old car enthusiasts are still going full bore showing their gems, busting knuckles in the garage and purchasing products to enhance their baby.

At the recent SEMA (Specialty Equipment Market Association) Show in Las Vegas awards were presented to the Best New Products of 2009. Over 2,000 aftermarket products were entered for awards.

Three products dominated the Best New Street Rod/Custom Car Product category.

Taking the top spot was the -

ShockWave v3.5 Manufactured by Air Ride Technologies

Air Ride Technologies has been a long time key player in air suspension systems. Since its introduction in 1999, the ShockWave has been constantly reinvented bringing SEMA kudos for their new version 3.5.

ShockWave has adjustable shock valving to allow for tuning of the ride quality and handling performance of the vehicle it is installed on. With a single adjustable unit, the compression valving is pre-set at the factory and the rebound valving is adjustable to allow fine tuning of the ride quality and handling performance. With the double adjustable ShockWave, there are individual adjustment knobs for rebound and compression valving. This allows the driver to independently adjust rebound and compression valving providing for even more control of the ride quality and handling performance of the vehicle.

For more information you can visit Air Ride Technologies at http://www.ridetech.com

The first runner up was the -

69 Mustang Fastback Replacement Body Shell designed by Dynacore Classic Bodies

The 1969 body shell joins the 68 and 67 shells the company manufacturers.

Dynacore Classic Bodies body shells include most of the structural parts, brackets and braces welded in place, plus doors and deck lid already assembled. Very little body work or adjustments are required.

With the Dynacore manufacturing process there is no more need to do cutting and welding in floor pans, work to locate replacements for rusted out braces or struggling to make the wheelhouse line up to the trunk pan and the quarter panel.

The body shells are not completely ready to be finished, but Dynacore makes sure they are as close as you can get. There will still be some shop time fitting and working to make everything line up which would be just the same as if you were working with a 40 year old body shell.

The steel used in the Dynacore Classic Bodies products is 1006 universal automotive grade steel. In most cases the gauge is thicker than that of the original. The steel possesses fewer additives allowing it to be a bit more flexible and workable than the original.

The manufactures suggested retail price for the 1969 shell is $16,500 plus a crating and handling charge of $495.00 including doors, export brace and deck lid. Shipping is not included.

For more information visit Dynacore Classic Bodies at http://www.dynacornclassicbodies.com/

The Second Runner Up was -

Cross-Ram Throttle Kit for 302/351 Ford manufactured by TWM Induction

TWM Induction presented a real cross-ram manifold for the Ford 351 Windsor small block engine as a new product at SEMA. The manifold features eight long runners for stump-pulling torque and overall sharp looks.

Their valley plate, with extended port wall construction enabled TWM to machine several different port configurations from OEM to 225's and beyond Suggested retail price is $5795.

TWM Induction can be found on the web at http://www.twminduction.com/

Columns,

Ford Factory Tour

By Yadav Saurabh Thu, Nov 13, 2008

An auto infotainment bonanza on a truly epic scale, Ford Rouge factory tours aim for awe with its high tech circuits of Henry Ford's still functioning dream city. It is located few miles south of Detroit. Count how many times your tour guide uses the phrase "World's largest" as your group winds through a 360 Virtual Reality theatre, a functioning F-150 assembly line and a "living roof" garden/observation deck (a 10.4 acre "garden" atop the Dearborn Truck Plant!). It is Detroit's number 1 automotive attraction attraction.

In its day the Rouge was the hub of Henry Ford's monumental ideas of industrial practice, aiming to place every step of automobile production under the direct control of the Ford Motor Company. This meant building a citizenless city where iron ore and rubber from Ford owned mines and plantations came in one gate and new Fords rolled out the other. Ninety-three buildings and nearly 16 million square feet of factory floor were built in Dearborn, Michigan to run every step in between. After hard times hit in the 80s and 90s, Ford scaled back the plant to its current 600 acres, still enough to be Ford's single largest industrial complex.

A bus tour out of the Henry Ford Museum gives an idea of the Rouge's former scale before shuttling tourists through the multimedia bells and whistles. The tour runs daily on the half hour, costing guests a princely $21.50. Definitely a tourist trap but a great place to get that sprawling industrial landscape fix (no doubt why you're hanging around Detroit in the first place). Unfortunately, word has it that the ever popular "Calvin peeing on a Chevy logo/Honda logo/Dolce and Gabana logo/etc" truck decal is not sold in the giftshop.

The new Ford F-150s are assembled in a new lean and flexible manufacturing plant. Visitors will have the opportunity to view the final assembly process from an elevated walkway.

The automobile has refashioned our nation's way of life more than any invention in history. See our world-famous collection and witness the automobile's influence on American life throughout the 20th century. Some of the cars you can see here are:

15 Millionth Ford Model T Touring Car

Tucker '48

Ford 999 Racer

Bugatti Royale Type 41 Convertible

Clyde Barrow Letter

EV1

Ford Mark IV Race Car

Ford Mustang #1

Among the nationally renowned artifacts of the Museum are the vehicles in which 20th-century American presidents traveled. You'll find this unique exhibit thoroughly fascinating and truly unforgettable.

Ronald Reagan Limousine

John F. Kennedy Limousine

Dwight D. Eisenhower "Bubble Top"

Franklin D. Roosevelt "Sunshine Special"

Theodore Roosevelt Horse-drawn Brougham

Tours are open Monday-Saturday 9:30am-5:00pm. Sunday is a tour closure day. Buses are available each half hour from 9:20am to 3:00pm. Last tour leaves at 3:00pm. Cost of tour $12 for each adult member, $14 for adult nonmember. Tour costs $8.50 for youth member and $10 for youth non member. It is free for Children 2 & under. Ford Rouge Factory Tour is a self-guided five-part experience that includes: Legacy Theater, Art of Manufacturing Theater, Observation Deck, Dearborn Truck Plant and the Legacy Gallery. Photography is only allowed in the Legacy Gallery and Observation Deck. It is recommended to visit factory for atleast 2 hours to enjoy lots of experience on site.

Auto Auction Action,

Auto Auction Action

By Jim Murray Wed, Oct 28, 2009

The purpose of this article is to look at sixteen cars that were recently auctioned and various auction houses, such as Barrett-Jackson, Russo & Steele, etc. We will look at the car and the particulars and give an opinion on whether it was a good deal or not for the buyer.

The first car we will look at was auctioned at Barrett-Jackson Las Vegas, October 2008. The car is a 2003 Saleen S7 that sold for $237,000. It was the third highest selling car at the Las Vegas auction. The car auctioned had a red exterior with a black exterior and boasted a ridiculous twin turbo 750hp, aluminum 8 cylinder engine. Having seen one of these beauties up close and personal at the 2006 NYC Auto Show, it is definitely a piece of art, however the interior even with handcrafted leather with sueded accents, AC, power windows, power doors and AM/FM/CD/DVD with retractable 7" in-dash LCD screen still has too much of a race car look and feel.

Good Deal/Bad Deal: The details of this car do not seem to match up with the history of Saleen. The S7 debuted at the Monterey Historic races on August 19, 2000 and from 2000 until 2004, the S7 was a naturally aspirated V8 engine with 550 horsepower. It was not until 2005, the S7 Twin Turbo, which featured a more powerful twin-turbo system that boosted engine power to 750 horsepower and the top speed to an estimated 250 mph, replaced the naturally aspirated V8.However, Barrett-Jackson sold the car as a 2003 S7 Twin Turbo with 750hp, but made no mention in their write up that the car was a prototype or special order. In either case, the buyer got a screaming deal. If indeed it is a twin turbo, the car is extremely rare, if not one of a kind, because of the twin turbo in 2003, the 2005-2006 twin-turbocharged versions sold, brand new, for $585,296. If the car is a naturally aspirated version, the buyer still got a good deal; there is a similar naturally aspirated car on the DuPont Registry being offered at $450,000.

The next car, the Jaguar XJ220 is an incredibly fast supercar. The XJ220 held the record as the world’s fastest production car from 1992-1994, the car was clocked at 217mph. It lost the record to the legendary McLaren F1. Jaguar’s idea with the XJ220 was to produce a supercar that would compete against cars such as the Ferrari F40 and the Porsche 959. The car originally was supposed to contain a V12, but when it went to production a V6 was installed which caused numerous lawsuits and the eventual demise of the XJ220. The XJ220 was auctioned at the 2008 Las Vegas edition of Barrett-Jackson and sold for $137,000. The car auctioned was blue with a dark grey interior and is propelled by a twin-turbo 6 cylinder engine that boasts 542hp. There were only 280 XJ220’s made, this car is #91.

A local collector owns a XJ220 and after seeing and hearing the car, this is one car that should be on everybody’s must see, drive and own list. The XJ220 originally sold for $625,000 to initial customers like Elton John and the Sultan of Brunei. Currently on Ebay there is a 2004 with a “Buy It Now” price of $210,000 and the DuPont Registry has a listing for a 2003 for a mere $249,000. The buyer at Barrett-Jackson, who bought the car for $137,000, appears to have made a great deal. The car seems to already have approximately $75,000 of equity.

Also sold at the Las Vegas Barrett-Jackson auction was a 1949 MG TC Roadster Race Car. It was the most expensive car sold, it went for $285,000. The car was the first car that Carroll Shelby drove in a road race, a race that he won. The car is green with a green interior and powered by the original 4-cylinder 1250cc engine that produces 100+hp. A non-race version of the MG TC was produced from 1945-1950 and produced 55hp.

Good Deal/Bad Deal: Granted, this is a once-in-a-lifetime chance to own an important piece of automotive history. However, it is this writer’s belief the individual overpaid for the car. While it was the first car that Shelby raced, he is not known for MG’s, nor has this car been in his possession for at least 20 years, it was part of the Syd Silverman collection. At the 2007, Barrett-Jackson Scottsdale auction, Carroll Shelby’s personal 1969 GT500 convertible, which he owned since it was brand new, was sold for $675,000 to house builder and car collector goliath, Ron Pratte. Is the MG TC worth 42% of his personal GT500 convertible? In this writer’s opinion – an emphatic NO!

The car that garnered the 9^th highest price at the Barrett-Jackson 2008 Las Vegas auction was a 1970 426 HEMI Cuda with a “Plum Crazy” (purple) exterior and a white interior. The car is 1 of 284 HEMI 'Cudas ever built and is fully restored. The car sold for $187,000.

Good Deal/Bad Deal: For some reason the HEMI Cuda’s are cult collector cars, they are like Picasso and Da Vinci works in the motoring world. However, in their original days they were plagued with poor assembly quality and lackluster sales. The cars originally sold for about $5500. It is a good deal when you consider that 1970 HEMI convertibles (only 12 made) are selling in the millions. There is a classified ad on Hemmings for 1970 Plymouth Barracuda Gran Coupe (non-hemi), however it is the only 1970 Gran Coupe manufactured with Burnt Tan metallic paint, tan interior and the Gator Grain vinyl top and that car is selling for $54,900. Additionally, a 1970 Plymouth Cuda 440/6 Convertible sold at the Russo & Steele Monterey auction for $190,000. Therefore, the HEMI Cuda is a good deal if the buyer is reliving his high school days or intends to keep the car for a long time. However, in this economy, it seems the buyer paid too much.

Here is a car that sold at the Barrett-Jackson 2008 Las Vegas show that surprising only went for $209,000. The car is a 1938 Packard Victoria 2-door convertible. The exterior and interior of the car are both red. A 12- cylinder engine that produces 175hp with a 3-speed transmission powers the car. The are is 1 of 11 ever produced, is a CCCA National First Place winner, and has been in the Packard Circle of Champions. The convertible Victoria was priced at $5,320 when new.

Good Deal/Bad Deal: Due to the outstanding condition of the car and the limited numbers, it is this writer’s opinion the buyer made a very wise purchase.

At the 2008 Russo and Steele Monterey Auction, a 1971 Lamborghini Miura SV Jota sold for an astonishing $2,000,000. The original Lamborghini Jota has an interesting story. It was sold on February 8, 1972 to Alfredo Belponer, a Brescia-based collector. The local dealer overseeing the transaction decided it was a good idea to take his customer's car out for a drive to show a colleague just how fast it could go... good fortune has it that they didn't kill themselves (or anyone else for that matter!), but the poor Jota was wrecked beyond repair, with its remains burned to the ground. Once customers heard about the Jota, they requested their own "Jota". Lamborghini could not justify the expense of building a series of Jotas, so they offered an upgraded SV model instead. This model, known as the SV/J, featured upgrades to the engine, suspension components, exterior and interior. One of these cars, chassis #4934, was built for the Shah of Iran Mohammad Reza Pahlavi. The Shah stored this car under armed guard with another SV in Royal Palace in Tehran. After he fled the country during the Iranian Revolution, his cars were seized by the Iranian government. The SV/J was sold into Dubai in 1995. In 1997 this car was sold via a Brooks auction to Nicolas Cage, at US$490,000, becoming the model's highest ever price sold in an auction. Cage sold the car in 2002. This Jota, Serial Number 4892 is that car on display here, built on July 13, 1971. However, the odd thing is of the five examples of the Miura SV/J built by the factory while the Miura was still in production, two were built new (chassis #5090 and #5100) and three were converted from existing SVs (chassis #4934, #4860 & #4990). All of these still exist. Chassis #5100 is however is the only SVJ to feature the dry sump lubrication system as per the mechanics of the original Jota #5084. Further Miuras were subsequently upgraded to SVJ specifications (trying to imitate the real factory SVJs) by various garages of Switzerland, USA and Japan. Therefore, it is not clear that car was actually converted to a Jota by Lamborghini.

Good Deal/Bad Deal: Not sure, is it or is not a Jota that was converted by Lamborghini and not a garage in Switzerland, USA or Japan? This was also the highest price car at the Russo and Steele Monterey auction.

Also sold at the Russo & Steele auction for a cool $1.5 million was a 1974 Ferrari 365GTB/4 "Daytona". In 2004, the Daytona was voted top sports car of the 1970s by Sports Car International magazine. Similarly, Motor Trend Classic named the 365 GTB/4 and GTS/4 as number two in their list of the ten "Greatest Ferraris of all time".

This red convertible with a tan interior that is a multiple Ferrari Club of America Platinum level recipient and one of the finest restored authentic Spyders ever presented, as evidenced by the long history of world-class awards. Notable accolades include many first in class awards at national Concours d' Elegance events from Newport, Los Angeles, Palos Verdes, Concorso Italiano and the Ferrari Nationals at Watkins Glen.

Good Deal/Bad Deal: There is no questioning the supreme condition of the car and based on that we are going to call it a fair deal.

Here is a car with an interesting history that was sold for $850,000 at the 2008 Monterey Russo and Steele auction. It is a 1966 Shelby Cobra 427 CSX3012 Roadster. CSX 3012 was invoiced to Shelby American on 1/11/65 from AC Cars, Ltd, and a Shelby American Work order #15067 was opened on 2/4/65. It was invoiced on 4/20/65 to Valley Mercedes Benz Service, 14104 Victory Blvd, Van Nuys, CA. as "1 427 Cobra, Chassis No CSX3012" at the cost of $9,700.00. Painted Astral Silver, a color often used in Mercedes racing cars, 3012 was picked up at Shelby American by company owner Lothar Motschenbacher. The racing linage of CSX 3012 featured its debut race at Riverside on May 2nd, 1965, then campaigned at the following weekend at Laguna Seca, three weeks later in Santa Barbara, a month later in Pomona, and at the Mid-Ohio USRRC event in early August of 1965. Late in 1965, Motschenbacher traded the car back to Shelby American, taking a 1965 Ford Country Squire Wagon and $7,000 in return for the Cobra. After a thorough clean up, the car was sold on 12/7/65 to J.D. Hurt. He, however, did not choose to take delivery until the following spring, and agreed to allow Shelby American to rent CSX3012 to MGM Studios for use in the Elvis Presley movie Spinout. Records indicate an insurance claim for damage to the car while at MGM and Hurt's deposit was applied to another Cobra. CSX 3012 was once again repurchased by Shelby American and was invoiced on 4/5/66 to Donald Peckman. Peckman rebuilt the car and raced it during the 1966 season, painted white with a thin Blue stripe down the center of the car. Raced in Riverside and featured in a Car and Driver editorial, which stated it as being the best-appearing and fastest Cobra at 1966 ARRC. Early in 1967, Charles T. Oseid purchased the Cobra in the name of his company. Sterling Automotive Mfg. Co. Oseid continued to race prior to an unfortunate accident while being transported on a trailer in the early 1970's. Following this incident, the car was dismantled with Oseid retaining the salvageable parts and most importantly the ownership MSO document he obtained from Peckman.

In 1985, George Stauffer purchased the MSO and various parts to 3012, and had Brain Angliss of AutoKraft in England rebuild the car utilizing a new chassis and aluminum bodywork. The finished car, painted dark green, was sold prior to its actual completion in the summer of 1988 to George Gillett, and then in 1992 it again changed hands to vintage racer Jim Philion.

Good Deal/Bad Deal: What is cool about this car is that it is a concours quality car with complete documentation. However, it is bothersome that the car in not all original, as indicated in the write up it was rebuilt utilizing a new chassis and aluminum bodywork. Overall, a fair price but they are my favorite car.

Columns,

MY TWO CENTS - Letter from the Editor

By Car Chat Guy Wed, Dec 17, 2008

Welcome to our second issue. There have been many forces, mostly economic, effecting our hobby. With the "Big Three" on the verge of bankruptcy, and an economic climate that can be described as less than euphoric, we have seen changes in the prices of both new cars and existing classic collector cars.

While prices of early muscle cars ('64-'67), down about 20% from their peak in 2006, and later muscle cars ('67-'72) down about 30% over the same period, interestingly, certain collector cars are holding their value, such as 50's cars, or postwar cars ('49-'54). Others, such as Hemi Mopars are almost in lockstep with the stock market, down about 45%.

Certain sectors of the hobby are seeing a resurgence in the abscence of quality cars being offered for "firesale" prices. 70's cars (post-'72) are increasingly being recognized as collector cars, such as post-'72 Corvettes and Camaros that were routinely ignored, and rarely restored. One must wonder if the 80s cars, which are selling for "used car" money, can be that far behind.

I wonder if we will soon start seeing '86 Monte Carlo SS and Buick Grand Nationals right along with '92 Firebird Formulas on the auction blocks.

Like with the new car manufacturers, time will tell...

Columns,

Life in O’Keefe’s Scrap Yard

By Melissa Lefebvre Fri, Jan 30, 2009

Life as a youngster was never dull growing up in the backwoods of Northern Ontario. Some families had horses or swimming pools, while others had chickens and rabbits. There were acres of unspoiled forests to explore, tree houses to build and wildlife that sometimes came too close for comfort.

My yard was the most interesting of all. I had dogs, cats, a swamp full of frogs to catch, and hundreds of old cars to explore. I lived on O'Keefe's Scrap Yard, a small allotment of automobile history that was pretty well known amongst the local folks looking for cheap parts.

Hidden by an old Balsam Bow tree in my backyard was an amazingly beautiful sculpture of scrap metal, despite the damaged top which served only to collect rain water and needles from the tree. It had a driver's side door that was bent just to the point where the latch would not clasp and it simply wouldn't close. Eventually it fell off of its rusty hinges. The all white interior, despite the windblown sands of decades past, was in remarkable condition. Through memories and online research I've come to learn that this car was a 1956 Chevrolet Bel Air, a classic so distinct even a childhood memory cannot be mistaken.

At eight years of age, many do not understand the difference between a Buick, Chevrolet or Cadillac. Nor does an eight-year-old have any concept of what that little glass tube marked “Delco” in the box of dusty, dirty, grimy parts in the basement represents to that one special enthusiast out there. I truly have no idea what was in that treasure trove of a scrapyard I grew up in. There were models that ranged from the 1950s right up to the 1980s and they bore the insignias of Chevrolet, Ford, Buick, Oldsmobile and Pontiac. Even rusting in their resting places they were works of art with their whitewall tires and their curvaceous molded steel bodies; simple details later forgotten by the assembly line as mass production for mass consumption became the new reality.

Despite the schoolyard taunts, each and every one of the kids who visited my homestead was kept busy for hours. Busy without care or concern for being eaten alive by black-flies and mosquitoes while exploring, jumping on, and throwing rocks at the old wrecks in the yard.

The old baby blue mini school bus with the Gulf Oil logo on it served as the ultimate fort that kept us the most occupied. This bus, with a helping hand from someone very handy, had evolved into a camper during its roadworthy days prior to making its way to our humble abode.

The gutted interior had been refurnished with a metal frame bolted to the floor, topped with a sheet of plywood just right for a twin-size mattress. There was a set of old kitchen chairs situated at the fold-away table and even a custom-built port-a-john in the back. It doubled as storage for small car parts or occasionally for bigger parts set aside for a buyer on their way to the junkyard.

There was an old box filled with black, silver, white and golden radio knobs that to a handful of kids in the middle of nowhere was the most interesting chest full of loot to pick through. Perhaps the old bus was made even more special due to the simple fact it was not within view of our living room window, which meant it was off limits, for safety purposes, most of the time.

On the days when outside was simply not an option there was a basement that could never be fully explored. In the basement of the half-century-old house there were boxes stacked nearly to the ceiling full of old parts, records, eight tracks and various other outdated technological oddities. In the midst of wonders past were the practical elements of the dark and dank unfinished basement; the shallow well that went dry every summer, the furnace, the fuse box and the original cast iron wood stove complete with an ever stocked woodpile for the cold, powerless days of country life after a big storm. Even the outer door of the basement was under an antique lock and key.

We had an old Fridgidaire refrigerator that had been supplied when we first moved in. It remained a fixture of the kitchen until a more modern replacement was handed down by a family member many years later. The old Fridgidaire never did stop running; it simply changed positions as technology moved forward, moving downstairs to make use of its expertise as the old reliable “beer fridge”.

The upgraded refrigerator has since passed its time but I'd almost be willing to bet the old Fridgidaire still runs. Even to the untrained eye this fridge was easily distinguished as a byproduct of the auto industry. The insignia was reminiscent of an old 50s Chevy console and it would not have been difficult to believe that the mold developed for the chrome detailing of the speedometer could have be the same mold used to add style to this home appliance. Even the closure was a lever that was conceptually similar to a car door handle. A little light research has provided the knowledge that General Motors began mass production of the Fridgidaire refrigerator out of its Detroit plant in 1919 and later transferred the division to its Delco Light subsidiary in Dayton, Ohio in 1921.

Our family rented the old house that was comfortably set amidst the metal and history, and there were always uninvited guests treasure hunting throughout the year. The four-legged members of our family served as guardians of this wondrous kingdom. Those treasure hunters who hadn't the common decency to phone to make an appointment to browse the lot were often greeted by the unleashed golden Lab mix that wasn't too keen on strange people invading her territory. Following close behind would be a lovely young woman to greet the unexpected visitors with a stern stare, rigid spine and a shotgun. Granted, it was a rather strange lawn but it still boggles the mind that folks didn't consider it as part of someone's home. Most didn't argue the concept of calling ahead after such a warm reception. A wise explorer always knows to give fair warning of the journey and the destination for fear of crossing the mother bear protecting her cubs.

Life on the scrap yard was, in itself, an education. It had its own vocabulary; words like catalytic converter, transmission and universal ball joint. It had rudimentary tools and problem solving skills. Before I knew what a hydraulic lift was I'd witnessed the changing of a motor with nothing more than hand tools, chains, a balsam lean-to, cooperation and a whole lot of elbow grease.

The yard evolved as I grew. Cars came and cars went away. The old wood paneled station wagon sitting in the front yard with nothing on it left to be salvaged, one day just picked up and left. I was only eleven or twelve years old and television couldn't compare to the scenes happening outside our living room window on the day that the magnet, the skidder, the transport trailer and the crusher came to take away the life I'd known.

It was so exciting to watch these machines fish the old wrecks out of their places, crush them, stack them and then drive away. Sadly the old Chevy Bel-Air under the balsam bow fell victim to this unfortunate fate. The school bus, however, survived. I'm not exactly sure what prompted the cleanup of the yard. It may have been an order from the Ministry of Environment or it may have been a profitable sale of the scrap metal. I was far too young to be included in such adult conversation.

Fifteen years has passed since life out on O'Keefe's Scrap Yard and in some ways I suppose I miss it. There's an odd desire in each of us that draws us back to the set of our character development. Though the opportunity doesn't arise too often I have taken a drive out past the old homestead a few times in recent years. It's amazing just how dramatically the landscape has changed.

Even though the yard had never been completely stripped of its contents, O'Keefe's Scrap Yard today looks like a simple farm, complete with cattle. The pond once contaminated with an old gas tank and other rusty pieces is now cleaned of debris and provides drinking water for the creatures that live there.

Now, if you blink you'll miss the history as you pass the landmark by. But if you pay close attention and look in past the trees you'll see my old blue bus hiding there with the new school bus that moved in to keep it company. The setting for a child's' memories to come.

Columns,

Auto Shows

By King of Pen Fri, Apr 17, 2009

TOKYO AUTO SHOW 2008

The Tokyo auto show was intriguing in that it was very capable of handling all avenues of the industry. With such a diversified audience attending a show such as this it is very important to have something that meets the needs and wants of everyone who attends. This particular show handled that concept quite nicely.

For those that were interested in the hybrid type of cars, there was plenty to be learned about these. Then there are those individuals who enjoyed what was offered regarding the alternative fuel system as well as traffic congestion solutions. These items dealt with the practical side of what people were interested in.

For those that just can’t give up their love of those big super cars, there were plenty of these on hand as well. It was an exciting moment to see the GT-R redesigned. This is the first time in five years and will be going on sale in Japan in December. Those in the states and Europe are going to have to wait a while though. No doubt though it is going to be well worth the wait.

Some of those attending the show had expected to see the Toyota version of its 500 horsepower Lexus LF-A super car concept, but that didn’t take place. There was plenty of other exciting venues though to quickly dispel any disappointment that they may have caused.

Almost every major Japanese manufacturer wanted to be counted amongst those who were doing their share towards the environment when it came to the “green” line. It shows the responsibility that the car manufacturers are accepting in regards to this important issue.

In general the over consensus of the auto industry is that the mini cars are beginning to take the spotlight when in the past they were somewhat shunned . However there is some speculation that even the sales in these cars are beginning to slow.

Although sales may be dropping somewhat, the interest in them certainly is not. That is evident by the enthusiasm that was present at the show. Many individuals are now taking more time to plan the type of automobile purchases they are contemplating in the future. It is much easier to make some constructive decisions at a show such as this, rather than on the car lot. That type of scenario doesn’t usually afford the luxury of having all the information available that one is likely to find at the auto shows. The manufacturers go to great lengths to be able to answer any of the questions that may be put to them at these venues. It is a very valuable marketing tool for them. Its certainly a good situation for both the potential buyer and the seller. The Tokyo 2008 auto show was certainly impressive in its design and layout and what it offered the general audience. it’s the efforts of the parties involved that may it an enjoyable way to spend an afternoon as a family outing.

CANADIAN AUTO SHOW 2008

The auto show held in Toronto, always generates a great deal of interest. Its an extremely busy city that has its share of traffic jams and parking problems. The residents here are always looking for something in the automobile industry that will make their travel a much more pleasant experience.

Another trend of the residents of the city is now to move to the outskirts of the hub of activity and don’t seem to mind a little extra commuting. Of course one area of concern is the rising costs of fuel. For this reason alone many attended the Toronto auto show to see what the future has in store for them in regards to their travel by way of the automobile.

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Like most other places in the world Toronto has its concerns about the environment in its entirety. The spectators took great interest in the presentation of the Subaru automaker’s plant in Indiana has reached the zero landfill status and is the first to do so. Every bit of waste at this plant is reused and recycled. Most often people don’t realize what actually happens to the residue from manufacturing, particularity in the auto industry. So for many this was a real eye opener and food for thought.

Another conservative approach was that by BMW where they addressed the energy that is required to build automobiles. This company has reduced their consumption for each vehicle by 26%. That is a very significant and impressive amount.

Many were intrigued with the PHEV Pirus. Plug in hybrid electric vehicle. It was interesting for the audience to learn that it was a very simple concept of basically equipping the hybrid with a larger battery that could be charged in off hours.

Then another interesting concept was the Honda Accord Diesel. Presently it cannot be purchased in Canada. When it does become available though, based on the interest here it will probably be quite successful. In the near future there will be quite a selection of diesel fuel cars to choose from. They will range from small cars right up on past the luxury SUV’s.

The whole concept of the Hybrids was certainly found to be intriguing at the auto show Canada 2008. Individuals are very keen to learn more about the new technology behind these vehicles.

Low emissions is a major concern with most consumers now and Subaru is actively involved in facing this issue and researching actively any possible solutions.

Its very important that auto shows such as the Canadian auto show exists. it’s a great way to educate people on what they can do to help the environment when it comes to automobile travel. By educating them it puts them in a better position to decide what type of vehicle is going to be the most efficient for both them and the environment that will still suit their particular needs. The more people become aware of what’s available to them, the easier it is to make the purchase of a vehicle when it comes time.

AUTO SHOW LONDON ENGLAND 2008

So what was so special about this years auto show in London England? If you ask those who attended they are sure to give you the answer, “plenty”!

Everyone that attended did so with the anticipation of the “Project Eagle” being revealed. Lotus did not disappoint them by any stretch of the imagination. This gem of a car is officially called the “Evora”. It has a special meaning as it has been named after a beautiful city in Portugal.

The Evora is as 2+2 engine midengine coup. It can reach a top speed of 160 mph with a 0-60 mph acceleration in less that 5.0 seconds. For those who like speed they will tell you that this is impressive. Although being a coupe one automatically thinks that things would be a little tight in the interior. The Company boasts however that it will seat two good sized American males in the front seat without a problem.

A most interest display at the British show was the viewing of the Euro NCAP crash test. If you ever wanted to see the worse case scenario of a mangled vehicle then this was the one to see. It actually won the highest ever score for any car that was ever tested.

Then if you really wanted to pass along a few comments about the show that was easy done. It was carried out in the diary room which happened to be in the back of a black cab. Most fitting for a auto show don’t you think?

Any of the up and coming drivers of the future that attended the show naturally headed over the Ferrari display. The latest Ferrari to hit the market is the 430 Scuderia which is a high performance mid engined V8 car. Needless to say the look on the faces of those who had the opportunity to see this exquisite car, said it all.

If the truth be known it would be hard to say whether those at this event showed the most appreciation for the many outstanding automobiles, or those ravishing beauties that hosted them.

There were great expectations placed on what the British automobile show would have to offer, but few were prepared for the spectacular presentation of OSM concept. Meaning the open study model.

The Japanese fittingly chose the British show as its platform to introduce the S2000 roadster which has the best interests of fuel economy being of the utmost importance. A perfectly stunning hybrid.

There is no doubt to anyone that participated or attended the British automobile show that it was anything but a huge success. There was much to see and there certainly was no room for boredom. Its most likely that those who attended this year will be looking to a repeat event next year.

It’s a pleasant change from the every day hustle and bustle routine to be able to attend a venue as pleasant as this particular show was. The exhibitions were well planned and laid out and the organizers did a super job to make the event as exciting as it turned out to be.

AUTO SHOW PARIS 2008

Most people go to Paris to see the sights, but if you ever have the priviledge of being there when the automobile show is on you will also find it to be a most impressive sight as well.

This year in 2008 was not a disappointment to anyone. Those who attended got all that they paid for and much more.

Most everyone likes to know what the future holds, and seeing the 2009 cars is a treat indeed. One that has to be mentioned of course is the 2009 Ferrari California. Once you laid your eyes on this beauty it put you into the instant mode of dreaming of winning the lottery, and the purchase of this car would be the top of the list of things to buy. Prices were speculative but one can only imagine what the price tag will be on this baby.

Stepping back into reality one has to admit from a practical and economic point of view the 2009 Smart For Two EV, really has it all. It certainly seems to be most favored from the ladies point of view. Perhaps because it is so compact, that parking it would be a breeze, and most likely with a car this size parking spots would be far more common.

This very attractive looking vehicle made its debut at the Paris auto show, but had been revealed prior to that. It uses a lithium ion battery so its not hard to tell why its so economical, particularly with the cost of fuel in today’s economy. The time hasn’t quite arrived for the technology that this car has to offer, but it does give one a taste of what’s to come in the future of the automobile industry.

Its interesting to note that there are many automobile shows that take place right around the world. Each one of them is unique in what they have to show and how they present the industry. No matter where the show is being held, the automobile shows never seem to fail to hold the interest of those who attend and to create a atmosphere of excitement. There is something intriguing about roaming amongst those magnificent automobile creations all decked out in their gleaming colors. The Paris automobile show organizers can certainly be proud of the venue that they offered their exhibitors and audience.

Young people seem to be gaining more interest in attending the automobile shows. Most likely because its something that will partake in their future, once they become of driving age.

For the practical and the budget conscious drivers there was keen interest in the new Volkswagen GRI. This is technically still being classed as a concept and is not officially in production, but based on the attention it received there is little doubt that it won’t be in the near future.

At a special event prior to the start of the Paris Motor Show, Volkswagen brought out the newest version of its classic hot hatchback, the GTI. While still being called a concept by VW, the new GTI looks ready for production.

Columns,

Specialty Manufacturer Performance Divisions

By Benjamin Hunting Mon, Apr 27, 2009

When it comes to making fast cars even faster, it takes engineers and designers who are not only deeply familiar with the vehicles in question, but who also have the racing and real world speed experience necessary to wring every last ounce of performance out of particular platform. For this reason, major automakers have assembled special divisions within their own companies which are charged solely with creating ultra-powerful editions of the vehicles in their current lineup. The origins of these performance groups are varied. Some grew organically from secret cabals already existing within the corporation, men and women devoted to pushing the envelope regardless of company policy. Others started off as independent tuners, whose focus on a particular brand and highly refined skills and talents made them an attractive target for acquisition by the manufacturer they became associated with. Whatever the case, these divisions have served to not only get drivers’ hearts pumping but also to elevate the prestige of their respective brands.

Of the modern in-house tuners, those with the longest history hail from Europe. BMW’s M division began as a small grouping of fewer than 10 people in 1972. Initially known as BMW Motorsport, these engineers were charged with contributing to the company’s nascent racing program, which at the time was primarily focused on the Formula Two open wheel series along with Touring cars. 1972 would mark the year that BMW once again became involved in the 24 Hours of Le Mans, starting a trend that would endure for the next several decades. The M division began experimenting with building street cars for the same people who were purchasing and driving their race vehicles on the track. After a few years, it became clear that the commercial potential in producing these high performance cars in higher volume through the BMW factory itself was enormous. The very first car to bear the M badge was atypical for the company, a one-off supercar called the M1 which served well to draw attention to the new marketing initiative but didn’t really represent what the division was all about. The following year, the company released the M535i, which took their standard mid-size sedan and juiced it up with a more powerful engine, tighter suspension and subtle external modifications.

This combination of impressive power and handling wrapped up inside a relatively stealthy sedan or coupe would become BMW M’s modus operandi for most of the company’s future, as iconic vehicles such as the M3 coupe and E39 M5 sedan would wow buyers and automotive critics alike through their prodigious performance. In the 1990’s, BMW M developed specialty cars such as the BMW M Coupe, as well as contributing M versions of the Z4 and Z3 roadsters, diversifying their portfolio and pulling in new speed-hungry fans.

Mercedes-AMG had a different origin than that of their German competitors. Hans Werner Aufrecht and Eberhard Melcher banded together in 1967 with the intention of building racing engines and eventually full-on race cars based on Mercedes-Benz vehicles. After a few years of hard work, they eventually began to see the fruits of their labor, with 300-series sedans taking trophies at important races all over Europe. What drew the most notice was their first place finish at Spa in a 24 hour endurance race which took place in 1971. As their racing empire grew throughout the decade, the pair began to consider the possibility of translating their success on the track to the street in the form of specialty versions of existing Mercedes-Benz products. Still operating outside of the official aegis of the German giant, AMG began to offer custom modifications for sale directly to the consumer in 1980. Owners of Mercedes cars could bring their vehicles to AMG where a wide variety of different go-fast parts and external cosmetic changes could be made to help the automobiles stand out from the crowd. This included wings, body kits, exhaust systems, and even complete engines, as with some of the more outrageous Mercedes-Benz hot rods that came blazing out of the AMG shop in the mid-80’s. In 1990, AMG and Daimler-Benz combined forces from a marketing perspective, putting AMG models in Mercedes-Benz dealerships and then expanding to the United States. The destinies of the two companies eventually became so inextricably linked that AMG became a wholly-owned subsidiary of their corporate partner in 1998. Since that time, AMG editions of almost every Mercedes-Benz vehicle on the market have been put on sale, from the smallest sedans to the largest crossover vehicles. AMG have also managed to forge a reputation as one of the most competent builders of performance engines in the world.

The third member of this Teutonic triumvirate, Audi, have a far less complicated history when it comes to the vehicles released under their S banner. Observing the emergence of BMW and Mercedes-Benz’s performance models, Audi decided that the re-configuration of their entire lineup in the early 90’s provided them with the opportunity to take part in some of the fun. The first S cars, the Audi S4 and the S6 were largely appearance packages for their standard sedans. However, as time went on these vehicles also began to receive aggressive turbocharged motors that were much more powerful than their stock cousins. A few years past the turn of the millennium, Audi had not only stuffed exotic V8’s and V10’s into their S cars but they had also introduced S Line trim packages, which added a performance look and tuned suspension to their regular models without throwing in any whole-hog horsepower upgrades.

In North America, the domestic automakers certainly had their own performance teams back in the V8 heyday of the 1950’s and 1960’s, but when EPA regulations and the fuel crisis shut down big block engines in 1970, it took more than 20 years before the Big Three would once again consistently field extraordinary vehicles in addition to their regular line of automobiles. Ford was the first to get their feet wet with their Special Vehicles Team, whose first projects were modest re-interpretations of the F-150 pickup and the Mustang in 1993. The momentum would continue to build with new generations of each vehicle, named the Lightning and the Cobra respectively. Both of these vehicles featured high-tech engines that not only provided impressive amounts of horsepower but also allowed the company to flex their developmental muscles. By the time the year 2000 rolled around, these two vehicles would be joined by SVT versions of the Focus compact and the Contour sedan. The crowning achievement of the SVT program was the Ford GT, a retro-themed supercar inspired by the original Ford GT40 race car. Released in 2005, the GT was the most expensive, fastest and most exclusive vehicle every sold by the boys at Dearborn.

While the General Motors Performance Edition would have a hand in bringing the race-ready V-cars to Cadillac and also manage the distribution of the SS badge across regular Chevrolet vehicles, the commonness of the automobiles combined with the relative anonymity of the group caused them to never quite exude the same cachet as other performance brands. Instead, it would be Chrysler’s SRT division which would capture the same kind of energy that Ford’s SVT and BMW’s M cars brought to the table. Standing for Street and Racing Technology, SRT could trace its roots back to the debut of the first Viper concept in the early 90’s. After Chrysler introduced the exciting Plymouth Prowler roadster in 1997, the company realized that they had the potential to turn the same development team loose on their current product offerings and add some exclusivity – and power – to their sales equation. First up was the Viper, which was completely re-designed and which carried the new SRT flag onto the battlefield. This was followed closely by the SRT-4, a compact sedan from Dodge previously known as the Neon that employed a turbocharged 4-cylinder engine to blow the doors off of the competition. SRT versions of Dodge’s trucks and full-size sedans followed, along with the Chrysler 300C SRT-8 and the Crossfire SRT-6 coupe. Even sport utilities got the SRT treatment, with the Jeep Grand Cherokee SRT-8 gaining over 100 horsepower in 2006. Most recently, the Dodge Challenger SRT-8 has turned heads as the company’s muscle-bound mean machine meant to suggest the same power and fury associated with the original 1970 Challenger classic.

Each of these specialty manufacturing divisions has their own unique qualities, style and approach to the question of how to give the average vehicle a complete personality makeover. For BMW M, the answer has been the addition of a well-tuned system of suspension, horsepower and braking that feels as at home in the curves as it does on the straight-aways. Mercedes-Benz AMG follows a similar philosophy but applies it to a vastly wider range of products, with a higher performance ceiling. Audi prefers to simply throw gobs of torque at their very capable all-wheel drive system, resulting in very fast vehicles which are still quite easy to drive.

In North America, perhaps unsurprisingly, Ford and Chrysler have relied on large-displacement engines to produce instant throttle response, a fat power curve and a rumbling exhaust note – all characteristics which appeal to drivers raised on the high octane memories of motoring’s glory days. However, as time has gone on these products have matured to the point where their shocks and springs are as carefully adjusted as the valve clearances on their cylinder heads. The days when American metal was only good for straight-line speed are a distant memory thanks to the efforts of these dedicated horsepower junkies.

Columns,

Hot rods – built for speed

By Tamera Aspelling Tue, Dec 02, 2008

To those who don't know (are there really any who don't) hot rods are souped up, mean machine vintage and classic cars, built for speed, and styled to impress.

But it's not only what's on the inside that counts (although that does count for a lot!) Real hot rod enthusiasts will spend serious money taking a rusted out shell of a car, and turning it into a thing of beauty.

Hot rods have been around since the 1930's, when the first modifiers started changing the engine specs, tires, removing unnecessary weight like convertible tops and other changes designed to reduce weight, increase speed, and give the owner an all round more exciting driving experience!

Amazingly enough, these first hot rods were mainly Model A, B, T, and V-8 Fords. And even more amazing - those cars remain a popular hot rod choice to this day!

Today, hot rods are mainly models from the 1940's to the 1960's, modified using original parts from the same era, as opposed to street rods, which use modern parts to push the performance boundaries. There's even a growing industry focused on building steel replicas of vintage and classic models, to allow new enthusiasts, who may have trouble finding original bodies to work their magic on.

While the interest in hot rods dwindled during the 60's, when car manufacturers brought out models like the GTO, which came off the production line built for speed, and really did not need any changes to make it faster.

That all changed after 1973, when the oil crisis lead manufacturers to look at fuel economy, rather than performance, power and speed, as their main objective when designing new models. The hot rod was back, and it's been gaining popularity ever since.

While there's no question that the hot rod phenomenon is as American as apple pie, it's spreading rapidly. The UK and Sweden are fast becoming major hot rod centers, and even countries as far afield as South Africa are seeing growing communities of people building up vintage racecars and rods, and showing off their efforts.

And once these beauties are ready to show off, there's no shortage of shows to do just that. GreaseORama, Viva Las Vegas, and other US events, as well as those held internationally, give the grease heads that live for the smell of gas, the gleam of chrome and the roar of a perfectly tuned V8 a place to boast with their babies, check out the competition, and pick up new ideas and tips.

But it's not all about looking pretty. These bad boys prove their mettle on the track too. The NHRA (National Hot Rod Association) formed in 1951, organizes the NHRA PowerAde Drag Racing Series, where hot rodders put their metal monsters to the test on the track. Ahh. The smell of racing fuel in the morning. The whine of the engines. The thrills, the spills. That's what hot rodding is all about.

And while it may not be a cheap hobby, it is a labour of love, and if you do love cars, and racing, surely this is the ultimate expression? Turning a beat up old wreck into the ultimate in vintage racing car?

Gentlemen, start your engines!

Columns,

Public Roads Closed to Racing?

By Steve Thompson Tue, Oct 28, 2008

When road racing first took off in the United States, public driving roads were frequently closed for the entire day. These were usually country roads where traffic was already scarce, sometimes covering a couple hundred miles of open highway. This was also once popular for truck racing because it provided the opportunity to show off modifications.

Nowadays, public driving roads are rarely closed for racing. Dedicated circuit tracks are safer, provide more room for spectators and are generally easier to control. Nevertheless, many race car drivers prefer the thrill of the open road and prefer long distances with constantly changing scenery. For these drivers, there are a few races every year that take place on closed public roads.

Open Road Racing (www.openroadracing.com) for example, is based out of Nevada and hosts two major public road races every year. These events take place over distances of 50 to 84 miles, usually on closed state highways. Entry fees range from $495 to $595, plus yearly membership fees to the MKM Racing Club. The first is the Bonneville 100, which is held on Highway 93A in Wendover, Nev., and the other is the Pony Express 130, on State Highway 305 in Battle Mountain, Nev.

The Big Bend Open Road Race (www.bborr.com)is also a popular event, taking place in West Texas on US 285 from Fort Stockton to Sanderson. The entire race is approximately 118 miles and is considered one of the most exciting open road races in the entire U.S. It is comprised of more than 50 turns in the last 50 miles of the race, and it is far more rugged than events in the west and northeast.

There are very stringent rules for competing in races on public driving roads, including maximum speeds (usually 112 to 180 mph), types of equipment (some limit contestants to factory equipment) and safety regulations. The rules will vary depending on the association holding the race, but it is important to note that safety is always the primary consideration. In most cases, nitrous oxide enhancements and other speed boosters are not permitted.

Spectators are usually allowed at these events, but it is difficult for anyone to see any length of a single race. As mentioned above, most of these races are held on highways in both directions, and a seated spectator will only be able to see a few seconds of the race. Additionally, spectators are usually confined to checkpoint areas and are closely monitored by race officials.

Many racing associations will allow you to sign up for course control, which means stationing yourself at a specific point to make sure that everyone is safe. This is usually the best way to get a good "seat" at these races, and you might even earn money.

In some parts of the world, public driving roads are also closed for Grand Prix motorsport races, but these are much different from amateur events. In these races, tech speeds can exceed 300 mph and the safety restrictions are far more intense. It is best to start out with low-key open road races before deciding you want to "go pro."

Racing Scene,

Racing Scene

By Dean Sherwin Mon, Nov 10, 2008

As Detailed in our last issue, historic racing is the organized racing of particular models of cars from the past. It branches across all types of racing from Rally to NASCAR to simple track racing. The cars that race will have had an impact on the racing scene and cars that the racing community remembers fondly.

The historic racing event that we will be looking at is the Rolex Monterey Historic Automobile Races. This event is one of the most well known in the historic racing community and attracts a large fan-base that grows each year. It is an annual event, which occurs at the Mazda Raceway Laguna Seca in Monterey California. It was first established and organized by a man by the name if Steve Earle way back in 1974. At first it was small and mainly local event with local participants, however over the following years the event grew in popularity and gained the sponsorship of large companies such as Rolex and Chrysler.

The participants have remained almost the same in terms of the type of people who take part. They are mostly local enthusiasts and drivers. Local businesses often sponsor a particular team to gain publicity in a local event and to keep the event alive as it also attracts many enthusiasts from neighboring counties. However, some celebrity and former racing drivers attend annually. For example, a number of old formula one drivers attend and often take part. These include names such as Derek Bell, Alan Jones and John Watson. All of these F1 drivers took part in an 8-lap race special for the event in 2008.

The event has become a big one now on the racing calendar. Celebrated every few years are its anniversaries, with much enthusiasm and respect worthy of such a venerable racing occasion. In 2008, Monterey celebrated its 35^th anniversary.

Because the event is of amateur status, there are less organization needed and there is a more welcoming atmosphere. The spectators and the drivers mingle in-between races and spectators have permission to walk around the pits to look at the cars, which will be competing. However, despite this ‘official’ status it still enjoys the publicity enjoyed by many semi-pro events. In addition, some cars divisions can be inter-linked or cars switched from one race to another at a moments notice, normally because of logistical problems or because the top speed is either to slow or too fast for that particular car.

Television highlight are viewed on various channels with Speed Channel being the most prominent by showing highlights o races from previous years and the present. Racing Magazines do features of the event and local newspapers and radio stations take an interest in the annual event.

There are many different types and divisions of races at this event and all are quite popular among the spectators. These include 1908-1950 Grand Prix cars and Indy roadsters, 1955-63 Formula one cars, Historic Trans Am racers, which usually only compete in the 5 liter class, and other various production and championship cars produced around the world.

Indeed, the future looks bright for Monterey.

Columns,

Car Tours: The Best Reason for Having A Collector Car

By Chris Kochan Wed, Jun 17, 2009

There are many great reasons to collect cars; however, I feel that the number one reason for car collecting should be to participate in car tours.

Car tours are meant for car enthusiasts to gather up and take out their cars for a cruise with other enthusiasts. Some are simple hour or two cruises, while they also range up to a week, if not weeks for more private tours.

The main reason for having collector cars is just to have fun, since it's a hobby. Even though there are rare and desirable that are “too valuable to drive” and only wind up in shows or stay in private collections, many owners still get to enjoy their rides my taking them for a ride!

Although shows are fun to socialize, on tours, one can socialize, party, site see, and enjoy the fun of cruising roads with just a few, or even hundreds of car enthusiasts. Imagine cruising down tree covered, northern roads on a bright sunny day. The light shining in your eyes through the leaves, as you follow a line of classic car owners all there just to enjoy their machines. Doesn't that sounds like more fun that buffed and shined trailer queens with signs that say “look but don’t touch”?

The Gumball Tour

3000 miles driving

120 cars

7 days

www.gumball3000.com

A major tour called the Gumball 3000 Tour is a large and well known tour, and is even banned in some countries. It's a wild trip going almost around the entire world, country by country. It features nearly any sort of car you can think of. From exotic cars like the Bugatti Veyron and the Saleen S7, to the Japanese tuners, to Ferraris, to almost anything else you can imagine you will probably see there.

The Gumball Tour for 2009 is in the United States. It is scheduled to last 7 days beginning in Los Angeles, going through Las Vegas, heading down to Texas, and then over to finish in Miami. It will have 120 cars and will travel a total of 3000 miles.

The Great American Run

Sponsor: Ultimate Bad Boy

1,250 miles

Anyone can join

May 28th - May 31st, 2009

www.thegreatamericanrun.com

Another tour is The Great American Run, which any driver with a valid license and over the age of 18 can join. They travel starting on May 28th of 2009, and end with the Final Night Awards Party on Saturday May 30th. There is also a farewell breakfast on the morning of the 31st. The event will travel around 1,250 miles, starting and stopping in the Los Angeles Area.

These are larger car tours, for the wealthier, dedicated car enthusiasts. If you are looking for something simpler, search online or check with local car dealerships, car clubs, and car restoration shops, as they will most likely have information on tours.

Tours aren't only a reason to get use of your collector cars, they are meant to bring the car enthusiasts together as well, while having fun with their machines. Isn’t that the main reason for having a collector car in the first place?

Columns,

US vs Euro Car Models

By Dean Sherwin Tue, Dec 02, 2008

Both U.S. car manufacturers and European car manufacturers have been around for about 100 years now, both having their own individual characteristics and "ways". Perhaps one of the more interesting characteristics of these manufacturers is that they have both had some legendary iconic models that defined them. In sports they would call these "franchise players".

Everyone can recall seeing these eye catching icons if you are lucky to see them on the street or if you are very lucky, own one. Of all the thousands of models that have rolled off the production lines in the past century or so, here are a few cars that have done just that, from either side of the Atlantic.

We've all seen the typical "supercar" comparisons like Dodge Vipers and Porsche 911's, but have you ever seen cars compared in terms of what they mean to their manufacturers?

Ford Mustang vs. Lamborghini Murcielago
At first, this may seem like a completely bonkers comparison, but allow me to explain why I have put the two side by side. Both have become icons in the eye of the public. Their images are seen in magazines, and on T-shirts and posters the world over.

The Ford Mustang can trace its roots way back into the 50s when muscle cars and flat-nosed cars were in. Big engines became the thing to have before all the governmental regulations. For me, the Ford Mustang is a great car for numerous reasons.

The design team at Ford created something beautiful. The bumper jutting out from under those glaring headlights and the long hood line covering a sporty engine is something that only Ford could perfect. The interior has always been simple, stylish and practical all rolled into one. The driving experience is simply like no other. Sure, the suspension has been a little loose at times and the steering has not been up to the Murcielago's standards, but despite these characteristics, millions of people, myself included, have fallen in love with the Mustang.

The reason I really adore the Mustang is because it has stood the test of time. A test which is a difficult one in the car industry because after all, it takes one hell of an engineering team to keep a car up to date with the times while still keeping its original charm. I mean really, how many cars can you point out that have the same image and status as the Mustang and have been around for almost three generations. I can only remember a few, but none that are quite on par with Ford's Mustang.

At this point, you are probably wondering why I put it in comparison with the Murcielago. Well just, think about it for a moment. Lamborghini's Murcielago has broken through barrier after barrier, broken records, received mixed reviews (just like the Mustang) and done it all without flinching. It has the looks of a sumo wrestler with the precision and fury of a ninja. When you see one you cannot help but stare at every single piece and wonder how much thought and design has gone into it.

However, what I admire about it the most is the fact that it could be zooming around a racing circuit or keeping its wheels firmly planted on public roads. Lamborghini has done quite a bit in accomplishing this. Not only have they created a super car, but also they have created an image for the company by emblazoning it on many other products. If you look around, you are sure to find pencil cases, T-shirts, DVDs, magazines, toys, etc.

Both of these cars have achieved an image and reputation that precedes them. It is for that reason that I have chosen to compare them side by side. However, I have to pick one of these to be the 'winner' if you will. It is going to have to be the Mustang simply because of the fact that it has been redesigned and redesigned but has kept the Mustang appeal.

Corvette vs. Lotus Elan
These two cars are affordable, fast, well designed yet never really received quite the following that they deserve. Don't get me wrong. Both have a huge number of fans and owners, but they have an image of begin second to something or the alternative to a more prestigious model. This seems harsh for such great cars.

First, let us look at the Corvette. It has starred in numerous films and has since its release, developed a huge number of owners and fans. Its design was innovative with its great interior, large wheelbase, sleek lines and most of all, the fact that it was easily customizable. This developed the Corvette following and image.

The same kind of thing happened to the Lotus Elan. Even though the design, features and components are simply awe inspiring, it still has not really achieved that kind of success that it should have. Only a few thousand roll of the production line each year, yet even though this is more than Ferrari, you probably would not have known about it if you hadn't read it here.

The interior is small and compact, the engine intense and the features included, such as racing seats with a touch of luxury, is superb. Think of it as a cross between a Mazda MX-5, Mercedes SLK and a Smart car.

Despite receiving almost all positive reviews, it never did get big sales figures. I hope Lotus has better luck with future models because their small team of designers and engineers are some of the most committed and enthusiastic teams in the smaller scale industry today.

Out of these two cars, I think the Lotus Elan has won the race. Its design team used pure creativeness and passion to create a marvelous little car that can really go.

Ford Thunderbird vs. FIAT 124
Both of these cars are in a completely different league compared to the cars above. They do not have engines tuned to perfection, they do not have the aerodynamics of a jet fighter, and they do not have an expensive interior. However, what they do have is an ability to appeal to the masses by using two of the biggest desirable features that anyone looking for a new car needs, style AND practicality.

The Ford Thunderbird was the flagship so to speak of Ford's superior build quality in comparison with competing manufacturers. Take one look at it and you will be able to tell what decade it is from, the 60s.

The two tone color schemes, elegant curves, lush interior. The white wheels, chrome parts, and stylish headlights all made up a car that you could bring the kids to school in, go on a road trip, or hangout at a diner.

What's more, it was simple. There was no extra body fat on the Thunderbird. You had a radio, front and rear seats, a trunk, engine and some simple styling features. Ford really cracked the code on this one because they created a car that would become a recognizable symbol of the decade. Think about it; if you watch a film and the first thing you see is a sparkling Thunderbird you will automatically know where the film is set, when it was set and how cool the people are driving it.

Such a trend setting icon may seem strange aside a Fiat 124, but they are one in the same in terms of what they did for their respective car industries. Sure, the FIAT has reliability problems, and it may not look as attractive, but it did set the Euro car scene up for ten years or so.

If I had to pick one word to sum the Fiat 124 up it would be 'bland'. Everything about it says that it is boring, cheap, and frankly, more design enthusiasm may have gone into cardboard boxes. Yet it is still a fabulous car. It was Italy's Volkswagen; the common people in post-war Italy could afford to buy one. This was a major factor because until then, only the upper classes could afford to buy a car.

Its simple design also became the backbone for the design of Fiat's future releases right up to the Millennium, perhaps because the budget car manufacturer had seen some tough times during the 80s and 90s, but this is a testament to the 124.

However, for my choice in the category, it has to be the Thunderbird. It influenced the design of not only future Ford models but also the design of other manufacturers' cars. In addition, when it compared with a 124, it is easy to see which one anybody would prefer.

Both US and European manufacturers have had their ups and downs, however it is of paramount importance to remember their roots which were influenced by war, economical difficulties and the demand of the public.

Columns,

Crime Cars

By Kimberly Alderman Thu, Nov 13, 2008

The American love for the automobile goes beyond its use at drive-in movies, for drives in the country, or for trips to the state fair. It is a tool indispensable to our way of life, and even to our way of crime. This article surveys the use of cars in famous crimes, and tells a few gripping stories that have arisen from the pairing of car and criminal.

The Death Car

Bonnie Parker and Clyde Barrow, the infamous pair of American robbers, were hiding out near Topeka, Kansas when they got information the law was onto their presence. They stole a 1934 Ford Deluxe Sedan from the driveway of Ruth and Jesse Warren and hightailed it to the southwest. A deadly cat and mouse chase ensued covering thousands of miles of backcountry roads, until a posse of six men overcame the duo with an ambush and ended their lives.

The “Death Car” Bonnie and Clyde had been driving was riddled with bullets. It has since traveled the country in shows and can now be seen at the Primm Valley Resort in Clark County, Nevada. They purchased the old Ford for $250,000 in 1988, and it remains on display there to this day.

Getaway Vehicles

Bonnie and Clyde were by no means the only criminals that have come in need of a getaway vehicle. Most often, getaway cars are used to flee the scene of a crime, usually a bank robbery. Getaway cars are often stolen and, soon after the crime, abandoned in the hopes they will not be traced back to the criminals. Sometimes criminals attempt to destroy the car to hide their tracks. They might dump it in a river or set it on fire. And sometimes the cars that criminals choose leave police and the public alike simply baffled.

In September, 2008, for instance, a Washington DC bank robber stole a minivan marked with large Stars of David and an ad for a synagogue on the roof. He then used the minivan to rob a bank. "I don't know what he was thinking," said the mystified Rabbi who owned the vehicle. "He thought he would blend right in?" Remarkably, the robber did, indeed, get away.

Two young men from Toronto did not have so much luck. In May, 2008, they robbed a convenience store and took off on foot. They called for a cab from just down the road, but the police borrowed a taxi and went to pick them up. The men emerged from the woods saying they had called a cab and were promptly arrested.

An even stranger getaway vehicle than a taxi was chosen by a man who robbed a bank in Washington State in September, 2008. After macing an armed truck security guard, he ran into the nearby woods, and used an innertube to make his getaway down the Skykomish River. The police even employed helicopters for the search, but the robber was never caught.

Chasing a Dream

Car chases have captured the affection of criminals and reality TV viewers alike. The most famous chase in recent memory is that of OJ Simpson’s white bronco driven by friend Al Cowling. This was a slow speed chase covering 50 miles on I-405 in Orange County in 1994, during which Simpson reportedly held a gun to his head.

One of the more bizarre police chases occurred in 1995 when US Army Veteran and unemployed plumber Shawn Nelson stole a 57-ton M60 Patton tank from an Army National Guard armory and took it on a destructive rampage through San Diego, California. The tank crushed several civilian vehicles before it bottomed out on a concrete freeway divider, and authorities climbed aboard, ultimately using lethal force on Nelson, who refused to surrender.

Columns,

Timeshares for Cars?...What a Trip!

By Tue, Jan 27, 2009

Imagine for a moment that you are taking your annual getaway. What better way to put the final touch to that vacation than to couple it with the ultimate driving experience? Yes, fractional ownership is now available for those exceptionally elusive cars. I’m going to show you a new way to hit the open road—classic/exotic timeshare car clubs!

These clubs provide the average Joe or Josephine, the ability to get themselves in the cockpit of an otherwise unattainable dream car. Even professional racers such as Mario Andretti also use timeshare clubs to try out different cars.

If you are reading this article it stands to reason you are a car buff and that being so, you probably have a sweetheart in your garage or you're planning to put one there at some future point in time. Folks, there is a great deal more to owning an exquisite, high-end or custom, tricked out vehicle than you might realize. The hidden costs are stifling when you consider maintenance, full coverage insurance, detailing and environmentally controlled storage. Many of us know the specs on every muscle car Chevy ever put out, or the exact package accommodations that match up with the, RS, SS, Z, or any combination thereof that match those designations, but have you ever had the opportunity to drive all those beauties?

Memberships to timeshare clubs are quite enticing. There are variations in the type of memberships at different price levels. Some clubs have a point system in place, allowing members to upgrade to a more suitable driving allowance if they have burned through their allotted points. With others, you pay by day as you drive. Each offer a variety of classic or exotic cars, all well maintained, gassed up and ready for a road trip. Some clubs offer members national and international accommodations as well.

Rick Gaan of Club Sportiva in San Francisco has a joint project going with EuroSportiva based in Munich and is able to accommodate members while they are overseas. Rick uses the point system for his club and finds it works best. After recently taking ownership of Club Sportiva in November 2008, he merged the two different membership levels into one allowing a wider accessibility to the cars for everyone to enjoy. To give you an idea of how the point system works, Rick explained that he values his vehicles from 1,000 to 11,000 points adjoining his treasures from a 1969 Jaguar XKE to a Ferrari F430 or a Lamborghini Gallardo Spyder. Keep in mind that there are many options in between those extremes, such as Saleen Mustangs or Porsche 911s. They also offer discounts on points as an enticement to drive for a three day weekend. Imagine needing an enticement to climb in to a mint condition exotic or classic car!

Rick is adamant about the differences between car club timeshares and classic/exotic car rentals. Mentality is the biggest difference. He feels that the time and effort he and his fellow car club enthusiasts take to care for the fleet when they are driving a car equals the manner of “pride in ownership” they feel you won’t find if you were to simply rent.

The prices of memberships do vary. You may choose to start with a $250.00 five year membership if you live in the Midwest, as priced by Exotic Car Share. Don’t let this price tag fool you; the entitlements of this club are unlimited mileage (except for the Lamborghini), free tank of gas, free pass for tolls, and 24/7 roadside assistance. George Kiebaba of Exotic Car Share and Curvy Road and George explained that between the two companies they have roughly two dozen vehicles for members to drive with just a reservation. George and his partners were the first to market car time shares. He modeled the concept after yacht and jet timesharing and formed Exotic Car Share with vehicles in the $50 - $100K range. When members demanded more of a high-end vehicle, he and his partners opened Curvy Road to showcase the $100 - $250K class of ride. Both clubs also have a point system in place which can be earned through specials and promotions and referrals and gift certificates that give points that can be used for drive time.

All clubs offer ways to reach out to their not-so-local participants. They will even transport vehicles for members to enjoy while vacationing. Clubs are fanatical about primping and detailing the fleet. Each vehicle is checked before and after a drive, and any scratches, dings, dents, knocks, pings, problems are addressed immediately.

There are many other benefits of membership, including road rallies to local hot spots, poker and cigar nights, and driving academies, but simply browsing the showroom for new additions and hanging out with other members can in itself be a treat.

Clubs don't hesitate to bring you up to speed before they send you out on your drive in the company of 500 or more ponies. Most clubs even send offer a detailed DVD on the marquee and history of the car and its ownership, as well as a checklist or booklet of all the particular risks, quirks and nuances of your selected ride. AND you get a free tank of gas! Return the car empty—it’s no problem.

Kar Kids,

Car Kids: From Playrooms to Pace Cars

By Jonathan Kaufman Thu, Jan 08, 2009

True story. A former female colleague, and dear friend, upon giving birth to her first child, a girl, returned to work and shared with me that she wasn’t going to allow her daughter to fall into traditional stereotypes. About three years later, we were talking about her effort to avert typical sex roles and she very hesitantly shared the following story. She had given her daughter an incredible fire truck with all the bells, whistles, and sirens. Her daughter was left to play on her own and my friend returned about 20 minutes later. When she entered the room, her daughter put her hand to her own lips and said, “SSSHhhhhhh!” to her mother. Very taken aback, my friend asked her sweet little three year-old, why the need for such quiet?” To which her daughter responded, “The fire engine was crying so I put her down for a nap!”

So sure, we brainwash our kids just a bit to sway their likes and interests to our own. After all, we’re going to be hanging out with them for a long time, right?! But there are reasons far beyond our understanding as to why kids are wired a certain way. Moreover, the craziest part is the pre-wiring, or what we call genetics. Some “Car Kids” probably develop an interest in cars over time, through friends, from a book or T.V. show, but more often, it would seem they are pre-wired. We don’t have to look too far to see four generations of Petty drivers, three generations of Andrettis, and countless others from all walks of the automotive world--Unsers, Chitwoods, Buschs, and Fords.

Some car kids are made, some are truly just born that way.

Among the car kids of today, we find a most unusual generation gap. Back in the day, those of us in our 30’s-50’s might be found arguing the virtues of Elvis Presley versus Led Zeppelin with our dads, but we would never disagree about the greatest car era in history, if you can even call 1965-1970 an “Era.” Sure we’d argue a 440 Six-Pack against a four-barrel 455 Stage 1, or a 454 against a bored out 302, but there was no gap in the underlying understanding of the greatest days Detroit has ever seen or ever will see again.

Today’s car kids aspire to the likes of Subaru WRX STi’s, Mitsubishi Lancer Evo’s, and Volkswagen R32’s. They are in awe of the absurd sport of “Drifting.” When did it become cool to do a burn-out longer than a few seconds, forget making an entire race out of it!

The truth is, we are seeing kids grow up faster than ever (pun intended). When I was a kid, there were a fairly limited number of ways to express your car passion. Who can forget the occasional Wide World of Sports coverage of a “Stock Car” race--you remember those days when the cars in the showroom were the ones on the track! As kids we were enamored and awestruck by the heroes of the day, Foyt, Allison, Yarborough, Waltrip, Baker. Then we had either Matchbox or Hot Wheels--and actually played with them for hours on end. And, if we were lucky, some of us lived near racetracks or at least had an annual county fair with a stunt show or short track race. These days, if a kid wants to race or just go see cars, there are a multitude of options--some listed below. On T.V. we see many young men AND women venturing onto the track, some in single digit ages! We see a new generation of racing role models including teenagers on the brink of qualifying for Indy and serious next generation racers like Ashley Force--and these “kids” are not just PR window-dressing, they are serious and very competitive drivers.

Not all car kids are about the race scene, but they sure love their cars.

There is one car kid I happen to know quite well, he’s got the bug, and he’s got it bad. He calls out the same question from the backseat about once a week, “Is it time for Barrett-Jackson yet?” It isn’t that he has such a bad sense of time or lacks a calendar, it’s just that he’s seven-years-old. His name is Jed Kaufman, and he’s a true car nut.

What constitutes a “Car Kid” can vary greatly as some are hands-on racers, some are right there with their moms or dads restoring that 58’ Plymouth in the garage, some spend weekend after weekend at some car event--shows, NASCAR, F1, drag strips, and auctions. It’s fair to say that most are a conglomeration of these things and more. So is the case with Jed Kaufman.

You walk into Jed’s room and you feel at once consumed by all things automotive. The first thing that grabs your attention is the ‘crown moulding' which is in fact not crown moulding at all, but Jed’s license plate collection representing all 50 states. To the right, we find a small chest of drawers in metallic paint, each drawer pulled open by a different shift knob. To the left, we find an array of shelves painted to resemble a checkered flag.

These shelves are home to Jed’s Hot Wheels collection--which now numbers around 300 cars. Above those, we find several dozen larger scale cars--some NASCAR replicas, some custom rods, classic muscle, and a few ‘import tuners.’ Then there’s quite a variety of posters and prints, some of which are signed and some clearly added from dad’s collection.

But Jed knows the ones he’s met and shares with us the time he met Arie Luyendyk and the other time he met Chip Foose, “He’s that guy on T.V. His show is Overhaulin’” Other pieces have been signed by Mario Andretti, Al Unser, Sr., Bobby Unser, Kevin Harvick, Jay Leno, and Reggie Jackson.

And there’s probably enough Hot Wheels track in his playroom to run it parallel to Route 66!

Jed tells us that his favorite car on the track these days is the M&M car, but his favorite driver...none other than Danica Patrick. Perhaps his dad had some influence on that choice? He definitely wants to race when he gets a little bit older, and he’s thinking probably “open-wheel.” We wish him luck and have a feeling he’ll be finding sponsors sooner than later!

For those interested, there are many opportunities for kids bitten by the car bug to express their inner, “Need for Speed.” We thought we’d give you a few to help start the quest:

Junior Drag Racing Schools

www.dragkids.com

www.dougfoley.com

www.perfectrun.com

Indoor Kart Racing

Check your local listings as these are found in most major cities

Junior Stock Car Racing

www.urbanyouthracingschool.com

Most well-known performance driving schools offer special programs for new teenage drivers, some called, “Drive Safe and Arrive,” others are simply youth-oriented defensive driving programs. These will not only prepare your potential race car driver for high-performance driving, but more importantly will make them into significantly more careful, observant, and skilled drivers on everyday roads. This can be among the most important educational opportunity you will ever provide to your kids. It is a true investment in their safety and security. Some schools that offer these programs include Bob Bondurant and Skip Barber. Check with your local listings for other options.

This is also a great opportunity to get your kids off the Nintendo DS and into a book or magazine. Kids get excited about reading material that is fun and intriguing to them; that makes car books an excellent choice for early readers. Early reader biographies of car people are also a wonderful way of getting your kids to learn, read, and get motivated. You can be sure to find such books about Henry Ford, Lee Iacocca, Dan Gurney, Mario Andretti, Michael Schumacher, Phil Hill, and dozens of others.

Above all, please nurture that “Car Kid” living in your house! There are abundant opportunities for them to safely express their love of cars or racing. There are car events of every shape and size across the country, and in fact, across the world. You might just be developing the next great race car driver, collector, race mechanic, pit chief, automotive journalist, inventor, dealership owner/manager, and all out certifiable, unequivocal, passionate, and sometimes crazy...car nut!

Junkyard and Barn Finds,

Junkyard and Barn Finds

By Debra Verville Wed, Jul 29, 2009

All my life I have heard of junkyard and barn finds. Imagine opening the doors to a barn, and seeing what someone just disposed of as junk, and knowing it is a jewel. Finding a dream car in a junkyard or barn is something about which many people dream. Even when reading stories, I always check the source because many times as it sounds too good to be true.

Meeting a few car enthusiasts who have been lucky enough to have this happen is exciting. On a warm summer night at the local car show, ask the owner how they acquired the vehicle and you will see a smile begin to form. There is so much to be learned not only about the vehicles and where they are found but the people behind them. It is like finding candy or Christmas all over again… even better. For the true car enthusiast, telling the story is like finding the vehicle all over again.

For enthusiasts, we know the excitement of hearing an engine turn over, going to car shows and showing off our pride and joy and reliving the old days. After walking miles at a local car show, you see the one car that you have not seen yet just off in the distance. Suddenly, your energy comes back like a legionnaire in the desert walking toward a mirage of an oasis. Cars are in the blood. There is just no getting rid of the disease.

Many of us may have heard the story of the New York business man who retires and buys land in Portugal. On the land is a locked barn, opened one day to reveal many antique cars. Few will ever be that lucky. And this story is not true. “Barn find” cars do exist, but not like in this fable. Photos shown are real and taken by Manuel Menezes Morais. He was employed by the owner to take pictures of the cars. The owner asked Mr. Morais not to disclose the location or details. Maybe this story was started because people could not get the information? Makes sense to me.

A real find was the 1909 Peerless Model 19 30-hp seven passenger touring Roi des Belges found in a barn in New York. Peerless built some of the most expensive cars of their time.

1909 Peerless

Every part of these vehicles was custom made except for the chassis. The vehicles were so luxurious that they even had gold door handles! With the Great Depression, the owners of these vehicles did not like the shame associated with driving a luxury car, and often hid them away in garages. It is said that the original owner of this vehicle stored the car due to the great demand for the aluminum that was used to build these cars.

This vehicle is all original and even drivable. 122 inch wheelbase, 30-hp four cylinder engine, non-synchronized manual transmission. This vehicle was put up for auction at the 2007 Sports and Classic Auction. Bids reached the several hundred thousand dollars, but it did not sell since they were under the reserve. In 2008, it did sell at auction for $170,500.

Unfortunately, there are very few of these vehicles left. Many were ripped apart and dismantled for use of the aluminum. It’s a shame that something that was built with such accuracy is now barely existent.

Another great barn find is the 1960 Chrysler 300F Convertible in Connecticut. This car had been rumored to be in the area and many car enthusiasts searched and searched and found nothing. Then out of the blue this car was for sale in Bridgeport, Connecticut. After much research, this was determined to be the last 300F built by Chrysler!

This car was factory ordered by Mr. Lines of Milford, Connecticut in 1960. This beauty came equipped with the optional two-zone air conditioning, upgraded radio, power antenna and power locks. Mr. Lines was the last to order and receive this type of vehicle. As shown in the pictures, it was found in its original state. The interior was in mint condition. The motor looks better than some I have seen new.

Another find is the junkyard located in the woods of Rhode Island. Story has it that this junk yard has all kinds of goodies. Mustangs, Camaros, Hemis, you name what you are looking for and it’s probably here somewhere. All of these cars are to be crushed per state order. Why not sell the parts? By the looks of the surrounding woods, it will be tough getting the vehicles out of there. Rumor has it the person who owns this is not very nice, and you do not want to be caught walking on his land uninvited. As those vehicles are being crushed I am sure there are many stories that could be told by the cars.

Another find is a Rhode Island man by the name of Jim who has just located a 1959 Corvette in Michigan, stored in a barn with 29 other cars. I would love to show pictures at this time but until the car makes its debut in Rhode Island my camera will sit waiting. I have been told by the new owner that the car is in mint condition. I can’t wait to see this one.

A relative of mine was walking home from school some 54 years ago and spotted a 1929 Model A Sport Coupe buried under a tarp with stuff on top of it. The more the then 14 year old boy peeked at the car the more he wanted it. He spoke with the owners who no longer wanted it. He drove it home and hid it behind the garage, since he had never gotten permission from his parents to have it. When he had enough money saved up from work, he fixed it up. This is still his baby 54 years later, having entered and won many awards at car shows around the state. Since the find of this car, many others have joined “the family”.

So if you keep looking you just may find what you are looking for. For those who research and follow through, luck may just come to them. Jay Leno, in his search for the Duesenberg that was rumored to be in a parking garage somewhere in New York, called parking garage after parking garage with no luck. One day as his wife was out shopping he finally hit gold. He had made the right call and found the car. The car had been parked in 1933 by the owner. The reason it was left there? The owner just did not like the car, and he refused to pay the parking fees. Mr. Leno bought the car and is now the proud owner. This was considered to be a “barn find” but Mr. Leno also had to do some searching to find his treasure. It did not just pop up in front of him unexpected. He is still just as happy though.

The treasures of yesteryear are still out there waiting to be found. Many times, when we least expect it they will pop out at us. Many times we will hear of something, and search and search, and may find it in the end. Whether we find them or they find us it’s still the same outcome in the end.

Generations before us had no idea that someday what they were hiding in the garages and barns would be our treasures. For those who drove the Peerless and felt uncomfortable with the stigma because of the depression, made history for us to find and enjoy. To have the chance to see, touch and experience these beautiful vehicles is such a wonderful learning experience.

Car Chatter, Car Chatter,

Collecting Cars, A Wife’s Tale

Fri, Jan 23, 2009

Collecting cars is not a labor for the faint of heart. It is hard and painful at times. It is only meant for those people who have a true passion for the history and stories behind each car.

This is a new part of my life. I am one of those faint of heart people. I do not foster a love of American engineering that many others carry. But, alas, I married a man who does. His love of history and people and the things they build has carried over into every facet of his life. It is his story, made of others’ stories.

When I met my husband, he had a 1982 Mercedes Benz and a 1960 International Scout in his driveway - neither of which could run. In fact, he had no working vehicles at all! But his drive and instinct, through the years, allowed him to expand and the benefits of life grew. My husband was forced to sell both those cars to good friends-one of which is a mechanic. So all is not lost!

Once we sold the two “junkers” as I so ignorantly referred to them, I believed that we had turned a page in our lives. No longer the car farmers on our block, I hoped that we would be able to set our sights on cars and trucks that would prove to be safe, reliable and hold their value. (I’m such a pragmatist.) But I was wrong. It wasn’t two months after we sold the Benz and the Scout that my husband exclaimed one day that he had acquired another car: a 1969 Corvair.

I, of course, knew nothing of the history of the Corvair - save the phrase “Unsafe at any Speed”. Before I could even see the car, I was a doubter, with Ralph Nader sneering in my ear. In an effort to help win me over, my husband helped ease me into the car; I was pregnant with our first daughter at the time. “Easing” into any car was difficult enough, but a Corvair was a different story. My husband propped pillows up behind my back and promised not to drive too fast over the bumps. I must admit, it was fun. But I don’t think the hook caught me quite like my husband. I enjoyed watching him tell car enthusiasts that would stop to share their stories with him. I had no idea how many people owned a Corvair for their first car. My husband was always so pleased with himself at those times. Proud is a better word for it.

Which is why I don’t know why I was so surprised when he told me about the next car he was preparing to buy, a 1950 De Soto. Now, if I didn’t know anything about the Corvair, you can imagine how much I knew about the De Soto! But this time, rather than ask a whole slew of questions about the practicality of his new purchase, I simply smiled and said, “Honey, if it makes you happy, then it should be yours.” And it did.

The shocking part of the De Soto, though, was how happy it made me! By now my daughter was one year old. The Corvair, for obvious reasons, was unsuitable as a “family vehicle”. But the De Soto, with its 1950’s charm, character and suaveness was impressive in its focus on family. Everything about it was made for the family. My husband picked it up at a used car lot on his way to a job. The salesman said it had been on the lot for three hours. He had gotten it in a trade from a man whose parents had recently passed. The man found it in their garage, presumably where it had stayed for decades! My husband claimed there was no time to waste, swooped down on the De Soto and called it his own. What a find!

We live in New Mexico, where tradition and history are teeming all around. It seems natural that such a rare find as this De Soto would come equipped with a hood ornament in the shape of a conquistador that actually lights up! It reminds me of the low-riding vatos in our neighboring towns, for whom I am so fond. If it were possible to put six tons of steel on hydraulics, I would try! Maybe even some neon under the chassis, too.

The only changes my husband has made to the De Soto was to install seatbelts in the rear seat so we could put my daughters car seat in the car! On Sundays we go downtown for cruises. We stop at the plaza after many circles, trying to find the best parking spot (most visible) right in front of the old Woolworth’s where they sell the best Frito Pies in the world. We go get our food and come back to the car, where at least one person is waiting to talk to my husband about the car. Again, I get to watch the pride bubble in my husband.

But traditions don’t pay the bills, and we are starting to think about whether or not it’s wise to keep cars like this around, when we could be paying for other things. It’s a difficult decision to make. My daughter longingly looks at the De Soto, which she calls the “Downtown car”. Both of us cringe a little to think about losing so much of our own history at the same time! “I think it’s time,” he said to me, a few weeks ago.

“Do we have to get rid of them both?” I asked.

“My friend is going to sell me his Cadillac,” he responded.

And so it begins again.

Car Chatter, Car Chatter,

Race Car Driver and Enthusiast Nick Soprano

Wed, Jan 07, 2009

Adrenalin. Speed. Passion.

Three words that are the driving force behind race car driver and enthusiast Nick Soprano.

The form, function, and engineering, of all vehicles has captured his attention and imagination for as long as he can remember. The way the wheels moved, how an engine could purr life into a sculpted piece of metal, and how all of these interacted with each other to produce a machine of precise velocity.

;>First, he got behind the wheel at age seven, driving a tractor. Then, he received his first car at age twelve, a beige 1958 four door Fiat, from a friend that lived across the street. Nick never hesitated to seize an opportunity to do what he loved most - drive. Even if that meant driving the Fiat in the field behind his house after his homework was finished.

A few years, and his entire snow shoveling and horse handling earnings later, he made his first car purchase, an Alfa Romeo. A decision based on “love at first sight” even though he was still too young to legally drive it.

That was the first car in a long and impressive line that was to come. He opened a car dealership in Port Chester, New York and later moved it to its current White Plains, New York location.

Thirty two years of fascination culminated in the realization of a childhood dream when Soprano entered his first Vintage Race at Elkhart Lake. They say the worst thing that can happen to a new driver is winning their first race, but finishing in second place in his Ferrari Daytona Factory Competition car also spurred the progression of his love of cars into a racing obsession.

Race after race Soprano continued to push the envelope. He won a race in a 1957 Masserati. Then finished first, second, and third in the Formula Atlantic Championship Series in 1989. Soprano qualified in the pole position at the 2003 Ferrari and Masserati Historic Challenge in a 250 GT LWB TdF at Limerock, and many more.

Though his time in the racing arena has been filled with memorable and exhilarating moments, his most profound memory is of meeting and speaking with his hero Enzo Ferrari when he introduced himself in his best broken Italian and told him that he was going to be racing that day in one of Enzo's creations. Enzo smiled and shook his hand offering him words of encouragement. Sadly, Ferrari passed away a year later.

However, what he brought to the world was inspired, exquisite, and most of all moving, physically and emotionally. That is what Soprano was drawn to.

That Golden Age of motor racing was in the creations of the ‘30s – early ‘70s. Built out of enthusiasm with a high degree of creative expression by artisan craftsmen. Spirit inspired.

In these vehicles the driver is able to experience a communication /synergy between man and machine. It becomes “quite an adventure going 165mph in a skinny wheeled car made in the ‘50s”, recalls Soprano as he remembers the Laguna Seca corkscrew. The blind downhill right hander where he feinted to the right and then in half a heart beat overtook his opponent on the other side. You need that synergy and connection when you are driving faster that you can think and performance becomes instinctual. Success is in part survival of the fittest.

Vehicles of the Golden age are drawing worldwide attention . As time goes on Soprano believes they will increasingly represent an area of intense interest and be more regarded as art. Much like a Van Gogh or Rembrandt painting. Pure expression, but embodied in metal.

Car Chatter, Car Chatter,

Rick Jaquez: The “Average Joe” Car Collector

Fri, Jan 30, 2009

I don’t think there is a car enthusiast on the planet that isn’t familiar with the standardized formula for these articles about guys and their cars. Predictably they entail a guy, or group of guys, that have dumped a mountain of cash and time into their labor of love, and have realized, for their efforts, the culmination of their automotive vision. When started to write this article, it was with a very different kind of collector in mind, my friend Rick Jaquez, the “Average Joe” of car collectors. I considered Rick and his father John to be “Average Joe” car guys due to the fact that their process is very slow and steady.

I first met Rick as a result of having my house burn. I know that sounds strange, but to clarify, I was living in Mancos, Colorado, when my daughters and I had our home burn beyond repair in a house fire. In the aftermath of the fire was that we did a little research, and decided to move to Canon City, Colorado.

It was only after we arrived, that we were able to determine that certain information we had about the availability of jobs in Canon City had been grossly misrepresented. Thankfully, I had developed considerable skills in restaurant kitchens in my youth, and had those skills to fall back on whenever there were no other available jobs. Thus, I was met Rick at the restaurant where I became employed. A professional wrestler looking guy, is fairly wary, because he has had life bite him in his nether regions once too often, and so a friendship only happened over some time. It was only then that I discovered the depth of Rick’s near obsession with just about anything with wheels, muscle cars in particular.

Rick lives in the former mayor’s house of the now defunct town of Prospect Heights. During prohibition, when Colorado decided to allow individual municipalities determine whether or not they would prohibit the sale and consumption of alcohol, Canon City came down on the temperance side of the issue. A few men with vision decided to incorporate the separate town of Prospect Heights, on the very edge of Canon City, and financially clean up by providing booze to the areas less temperate citizenry. When Rick and his wife decided to purchase a home, what they found in Prospect Heights was a property with three small homes and a long defunct tavern. The tavern, formerly called The Cub, is now Rick’s garage, home bar, and repository for Rick’s assorted collectibles.

A visit to Rick’s bar/garage, is never without new discoveries. The walls display an endless array of all that Rick enjoys in life. Photos and pages taken from his vast collection of car magazines, hundreds of Hot Wheels, many still in their original packages, vinyl disc album covers, movie posters, wrestling memorabilia, beer advertisements, a veritable arsenal of medieval weaponry, and an entire wall devoted to Rick’s personal hero, Ozzy Osbourne, are just a few of the wonders one can expect to encounter in Rick’s private sanctuary. More than anything else, however, Rick’s fascination and dedication to old school muscle cars can be construed by the contents of his bar.

Rick’s love of cars comes from his father John Jaquez. When Rick was just a child, John heard about a car on the radio, a ‘56 Chevy Coupe. This was to be an extreme journey into automotive rebuilding. John bought the car for $50, and then took to the task of removing it from a swamp. It still had the original 6 cylinder engine, but was a decrepit mass of rust and weather damage. John took years breathing new life into this swamp thing, but when he was done, he had a beautiful fire engine red Chevy. He replaced the engine with a 327 with a racing cam, four speed transmission, and replaced the rear end with the rear end out of a ‘77 Camaro. John is presently working on two older cars, a ‘34 Plymouth two door, with suicide doors, and a 350ci engine with headers. The car is presently primer black, and John describes its condition when he bought it as little more than scrap metal. When John bought the Plymouth, he also acquired a ‘31 Ford Model A, which he has yet to begin to resurrect.

Rick’s collection starts with his ‘55 Chevy four door Belair. His ‘55 is all original except for the engine and clutch assembly, right down to the turquoise and white paint. This was Rick’s first personal journey into the world of restoration, and he only takes it out to enter it in the occasional parade.

Behind Rick’s bar await the vehicles he hopes to one day restore, as well as some of his babies that he just can’t bring himself to part with. There is a ‘57 Chevy two door Coupe, that has been gutted and stripped, a ‘55 Chevy pickup, which Rick bought for his wife, a ‘32 Ford Model T, also gutted and stripped, sits quietly waiting for its turn at restoration.

1932 Ford Model T

The fully functional cars in Rick’s collection include some of America’s favorite muscle cars. There’s a ‘67 Pontiac Firebird, all original, a ‘77 Trans Am modified with a 455ci engine, a ‘67 Ford Falcon, all original, and present project a ‘75 Corvette Stingray, which is all original, except for the rebuilt engine and transmission. The Stingray has undergone some modification, as some unknown person, probably by backing into it, shattered the nose cone. Rick modified it with fiberglass to make the nose cone and front end one piece. Rick has been sanding off the old silver paint, and is in a bit of a quandary as to what color he will paint it when finished.

1975 Corvette

Among their completed projects, Rick and John converted a ‘55 Chevy two door station wagon into a hearse. The hearse was a screamer, with a 454 with an automatic transmission in it. The hearse is long gone as Rick’s wife was concerned about what the neighbors would think about a hearse sitting in their driveway.

Rick and John are far from wealthy, and as such it takes them years to complete one project. But regardless of the time, and the slow but methodical investment of money as they are able to afford it, Rick and John truly epitomize the spirit of the American car lover. No matter how long it takes, and no matter how many setbacks they may suffer in the process, Rick and John share that bond that inspires all creative men to chase and produce their dreams.

Car Chatter, Car Chatter,

Dreams Do Come True

Wed, Jan 07, 2009

Once upon a time in a land far, far away... also known as New Jersey, there lived a little girl named Cindy. She was the only child of her father, an auto body workman who had a love of classic cars.

Cindy was always ready to go with her father to all the various car shows since she was quite young, fascinated by all the polished candy colored paint jobs, the gleaming silver chrome, and powerful revving engines. She would even stop in at her father’s auto body garage and see what projects he was working on.

Little by little, Cindy learned all about the workings, machined lines, and body styles. She too, had been bitten by the classic car bug. When she was still in her early teens her father bought a Chevy in the '49-'53 body style to restore. lt;/span>

As with all classic car enthusiasts there comes a time when a particular design strikes them as perfect, in style and form and is preferred over all others from then on. For Cindy this Chevy truck was it. She had found The One.

As her father slowly restored the Chevy to its former original glory Cindy desperately wished that when it was completed he would save it for her. But, alas, the world being what it is, her lovely Chevy truck was sold shortly afterward. Cindy was completely crushed.

Time moved on and so did she, becoming interested in other things, such as photography, but always staying true to her first passion, becoming a regular at the local car shows and cruise nights in her area, where she would take photos of her favorites.

One evening at a show, she was introduced to a gentleman named Jason Fischer, who shared her love of timeless classic car design, by their mutual friend Ricky, the show organizer. Cindy and Jason, a perfect match, were later married and through the years they traveled to other car shows across the United States.

In the summer of 2008 they loaded up their RV and headed off to Columbus, Ohio to the Good Guys Hot Rod National Event, which transformed Columbus into a revving, rumbling, roaring fashion show of the metallic kind, with 10,000 hot rods and classics.

After breakfast one morning at the show, they came across none other than an exquisitely restored 1951 three window Chevy truck, meadow green in color. Cindy could hardly believe her eyes when she saw a “For Sale” sign in the window. She knew how rare it was to find an available vehicle restored with so much love and care.

Straight away Jason introduced himself to the owner, a shy plumber who had spent seven years restoring the '51 Chevy with his friend. The restorers focused on every detail, obsessively routering every piece to have exact spacing. They removed the door handles and replaced them with a hidden release button concealed on the bed of the truck. They ran all of the hoses and wiring to be perfectly plumb. No detail was left unnoticed.

The following day an offer was agreed upon. Cindy cried tears of joy as the papers granting ownership of her dream were signed. After many years and wishes upon wishes, it had happened. Her childhood dream had come true.

Knowing what it meant to her, the plumber insisted on taking the truck hundreds of miles back to his home to perform an intensive detailing for the next seven days, leaving no centimeter on the exterior, interior, engine, or undercarriage unpolished. The final touch to his epic endeavor.

A few short days later it was delivered to Cindy in an enclosed trailer. The 1951 meadow green Chevy truck is now the crown jewel in her collection as a symbol that dreams really do come true.

And, yes, they lived...Happily Ever After!

Car Chatter, Car Chatter,

Claude’s First English Sports Car

Fri, Jan 23, 2009

That's Claude Dennis leaning on the Jag on the left, and a couple of his friends with their rides. The picture was taken in the early 60's. The guy with the Healey never could drive that thing. He would nearly always go off the road whenever we were racing around town. The MGA had a 3.5 liter Buick V-8 in it. Worked pretty well and since the engine was aluminum, it actually weighed about 40 pounds less than the MGA.

Prior to the Jag, he owned a ‘47 Chevy fastback sedan which his dad bought for him when he was fifteen and, after that, a ‘55 Buick Century. Cunning old coot, his dad, bought him that Chevy knowing nearly every system on the car needed rebuilding. It took him nearly a year to get the car roadworthy. Engine, tranny, brakes, you name it, he fixed it-under his father’s tutelage, of course. He drove it all through high school and, if he earned a few pennies, he would put them into the car. Claude painted the car with his friends, Otto and Gordon, at their shop. Since he didn't have much money, Otto donated 2 gallons of yellow tinting lacquer he got somewhere on the cheap. Used all of it and man, that car was yellow!!

Claude used that car until he graduated from high school. He never had a desire to go to college but his parents sort of bribed him to go. The deal was: If he would agree to go to college for one year and sell his old car, his parents would pay for that year of school and give him $500.00 towards a new car. Those two were really sneaky. They knew he didn't give a rip about school, (He was planning on making money bashing fenders for Otto and Gordon) but, $500.00 for another car??? That was a no brainer.

So they had a deal, and he went to school and sold the yellow car for $150.00. His dad donated an old car to him for transportation while he looked for another one. About six months into the school year, he found a ‘55 Buick Special two door with, of all things, a standard transmission.

He met a woman in school that year and fell madly in love. A knockout natural blond, a real head turner, named Carol.

One day they were driving somewhere, lo and behold, there's a white Jag120 sitting by the road with a for sale sign on it. Carol spotted it first and really went into orbit about the Jag. So they stopped and looked at it. Claude had never even seen one before and really didn't know anything about them. Carol liked it. After haggling with the owner for a little while, he ended up trading him outright, the Buick for Jag. His life changed that day.

That Jag was a sore point between Claude and his dad from that time on. The rest of the men in the neighborhood were kind of upset with him too because they figured his car could blow their doors off. He never got that thing out of second gear around the house. So when school let out, he went to work at Boeing for the summer. He had to drive the Jag back and forth from Tacoma to Seattle. The Jag didn't like traffic very much and regularly boiled over. He blew the transmission up one Friday night drag racing some guy in a Vette. It was a big shock when he found out that a cluster gear cost about a month's net pay. He had to carpool with some people to save money and his dad wouldn't let him use one of his cars to commute unless he sold the Jag. Claude got the Jag back on the road in August and determined that it needed a complete rebuild. No deals were offered for a third year of school that didn't involve selling the Jag and he wasn't about to do that. Claude met a guy at Boeing that year named Jim Love. Jim had seen Claude driving the Jag into the plant and found out who he was. Jim was a sports car nut and Claude started hanging out with him and his friends. So he got to learn about Austin-Healeys, Alfa-Romeos and MGs, each designed by people with totally different notions about what the driving experience should be. All the guys were into road racing and talked about four wheel drifts, sway bars and ducting cool air to the brakes.

So of course, Claude had to try this "drifting" business. He can still remember the first time he tried it. He picked out about a 90degree corner in his neighborhood and kept going through it faster and faster. 25mph-nothing, 30-nothing, 35-nothing, 40-nothing, 45-some squawking from the tires, 50-sliding down the road backwards with all four wheels locked up. What happened there? He tried it again with 45mph-tire squeal, a little bit over 45, more squawking, maybe 48 and off the road again. He tried once more, and this time smashed the left rear fender into a lamppost as he spun. So he retired for the evening and fixed the fender the next weekend.

The next time he tried drifting was on an after work trip over the mountain pass to Eastern Washington. It was a Friday night and he didn't want to go home, so he thought that he would boom over the Pass, get an early breakfast and drive back the next day. The road had great switchbacks, one after the other. He lost control on about the third corner and spent the rest of the night getting the car out of the ditch. This cooled him down a bit and he decided to just nod his head wisely when the other guys talked about powering out of a corner.

He spent his time racing soldiers because he lived close to a big Army base. Friday and Saturday nights all of the troops were let out to cowboy around town. Many of them had cars and lots were all tricked up. So he used to hang around a drive-in, near the freeway on-ramp. Some soldiers would always start teasing him about his "little" foreign car. “Do Jags go?” they would often ask. He would tell them they could find out for $25.00 if they wanted to match top end speeds on the freeway. They were good sports about it and he generally always got his money.

Finally, he couldn't stand it anymore and asked the boss gear head in Seattle about drifting. He was an older guy (late 20s) named Brooks Stanford and was considered an authority on these matters because he had an SCCA Competition License and raced a Sprite. His first question was: "Well what kind of tires do you have?" Claude muttered something about Sears Economy and Brooks just about had a cow. "Don't drive that thing until you get some real tires on it. Those tires aren't good for more than about 80mph - they will kill you." Brooks went on like that for a while but Claude got the message.

The new tires completely changed the car. Its steering sharpened up and he started to be able to feel how the tires were relating to the road. He could now tell when he was tracking or when he had a little slip angle or when he had a lot. He was drifting! Big lesson number one - NEVER UNDER TIRE YOUR CAR. Since then, he has always put the tires on the car that the manufacturer recommended. Regardless of what the tire guy says. He learned to gas it up a bit in the corner when the rear end started to get loose (that Jag really over-steered). He was one of the guys now. He started reading books about Nuvolari and magazines about the latest Grand Prix races.

You know what happens next, he had to race!

Claude remembers one weekend at the Kent racetrack when he was sitting at the end of the uphill chicane watching the races. The races got to a big-bore event and this guy he sort of knew named Jerry Grant ("Tombstone Grant" because he wasn't regarded as a good pro driver). Jerry was racing a Vette in that race. He watched Jerry drift that Vette up the chicane at about 100. The car was sideways, snarling and spitting every lap and, you know what? Claude could cover his apex point on the last corner of the chicane with his hand. Jerry hit that same spot every lap-every time around. Claude also spent a lot of time in the pits looking over the cars that were winning. The poor old Jag never had a chance of even getting close to most of them in his class. Sure, it would run rings around an MGA, but come on, that's not fair.

Claude met a girl in the neighborhood that year and, as soon as her dad found out who she was dating, he threw her out of her house. Claude found out that he had accumulated quite a dangerous reputation in the neighborhood because of the Jag. So they got married and responsibility set in. They sold the Jag for $850.00 and he still dreams about it.

Claude graduated from college and went to grad school for his Masters. He earned some money fixing up old Healeys and TRs. Buy ‘em, fix ‘em, sell ‘em. He earned enough to buy a new Alfa Giulia Super. Little 4 door sedan with a Veloce twin cam engine and twin Webers. His dad liked it because it only had four cylinders. At a shamefully low price, he bought the E-Type he still has from one of his professors who had taken it apart and couldn't put it back together.

After school was finished, he got a job working for the government which required a lot of traveling. Since money was coming in, he thought he would treat himself to a new car and went down to the Plymouth dealer to buy a Hemi-Cuda. "Sorry, we aren't making those any more" was the reply. The 70’s were terrible for car nuts with the smog laws and all. Anyway, he found a used 1970 Plymouth Duster 340 with a four speed tranny and bought that. Pretty nice ride, a Holley double pumper, Hooker headers, big sway bars, heavy duty shocks, and it ran like a train. He drove that Duster all through the 70’s. His mother donated a Morris Minor to his wife for her to drive and Claude put a supercharged 1275cc Sprite engine in it and painted it hemi orange. She loved it.

In the 80’s he decided that he had been depriving himself long enough and started back into Brit cars and the collection he now has, has been accumulating ever since.

CLAUDE'S CARS

1967 Lotus Super Seven - http://www.seanet.com/users/clauded/lot.html

1967 Morgan 4/4 - http://www.seanet.com/users/clauded/mog.html

1974 Jaguar XJ12L - http://www.seanet.com/users/clauded/xj12l.html

1980 TR8 - http://www.seanet.com/users/clauded/tr8.html

1979 Porsche 911SC, 1987 911 Turbo - http://www.seanet.com/users/clauded/porsche1.html

Harley - http://www.seanet.com/users/clauded/harley.html

Car Chatter, Car Chatter,

The Finest ’69 Camaro You’ve Ever Seen!

Thu, Feb 05, 2009

The First Generation Camaro—Chevy’s answer to the Ford Mustang—is a sleek, stylish beast. The smooth lines and subtle flares of this fine machine’s body make heads turn and car lovers smile, even when they see one sitting still. Yet, when this beast is in motion and the engine is rumbling, this car absolutely commands attention. Those who own classic Camaros know this vehicle is the perfect mix of beauty and power, and they never forget it.

If you can make it past drooling over the spectacular, show-stealing paint job of New Hampshire Native Gene Shaw’s shiny, jet black ’69 Chevy Camaro SS, you’ll already be in love. Whether you’re addicted to the car show circuit or consider it a chore to deal with all the machismo and technical jargon, Shaw’s car will convert you into an aficionado instantly. After all, the show at which this particular Camaro caught my eye was a Mustang specific show, and it won the top award of the day for non-Mustangs:

http://archive.citizen.com/2004/september2004/09.17.04/news/laconia_09.17_04g.asp

This car was so special I never forgot about it, always intending to follow up down the road with Mr. Shaw and write the sequel. The more I found out about the SS, the more I wanted to write the history of this majestic and uniquely customized classic creature. It didn’t take me long to track down some past owners and trace the car’s incredible cross-country journey.

This car began its life at General Motors' Los Angeles plant in February 1969 equipped with the 350 cubic inch engine, Turbo Hydra-matic 350 transmission, 3.08 rear axle, air conditioning, power steering, power disc brakes, center console with gauges, tinted glass, exterior trip group & spoilers. It was then purchased from the original owner because of the condition of the body: original sheet metal, arrow straight with no rust, no dents, and no Bondo.

It has changed owners, time zones, and coasts since then, criss-crossing the country to end up where it is now in Gene Shaw’s Franklin, New Hampshire garage. Owners in Illinois, Texas, and Florida have also had this puppy parked in their driveways in the past.

The paint scheme, of course, is the vehicle’s most striking feature. A simple side-striping scheme accents the car with subtle tones of pink and purple. The main color is the deepest, darkest black you could possibly put on a car. Put a shine on that kind of black and it looks bottomless and reflective all at once, sending a person into a trance when he first gazes upon it after a fresh buff and polish.

A professional restoration shop in Sun Valley, CA did much of the restoration under Bob Uden’s guidance. Beginning with the body, the original hood was replaced with a special ducted hood. Side mirrors were replaced using 1972 vintage Camaro mirrors, and the radio mast was moved to the rear of the car. Extraneous chrome was then removed before the car was stripped & primed. Next, five coats of R-M Ebony Black lacquer were applied before being hand-rubbed. Then another five coats were applied & rubbed again. And then yet another another coats. And rubbed again! This process continued until a total of twenty five were applied and the car was hand rubbed five times.

Next, stripes were applied down each side using House of Kolor pink & purple over a pure white base and & PPG white toner. Finally, the side marker light trim, rear light trim & bumpers were de-chromed and painted using the same R-M Ebony black lacquer. The original trim around the windows was retained and a black radio mast was installed. This process took approximately 350 hours and the end result is nothing short of phenomenal. This car has a true mirror finish. The glistening and gleaming body of the SS could easily match up to the shoe tip of the sharpest soldier in the military.

A 1972 chromed Trans Am exhaust and Flowmaster muffler also went into the car’s early customizations along with 1969 Fenton Hustler III one piece die cast rims to add to the car’s flashy appearance. The Camaro’s graceful lines are complemented by wide street tires, a flared backside fender, and the detailed, contoured hood.

Next up came the interior. In keeping with a black/polished aluminum/chrome theme, the original seats were covered using gray tweed & black vinyl, set off by a hot pink Chevrolet Bowtie emblem, matching the Bowtie emblem on the hood.

Stereo speakers were installed in the rear before the rear deck shelf was covered in black vinyl. The original door panels were retained with the driver's side having a 1972 vintage remote control for the side-viewing mirror. Billet aluminum pedals were installed along with the billet aluminum dash trim and a Corvette steering wheel.

The original AC speedometer was retained, and the original tachometer was replaced using a Z/28 AC 7,000 rpm tachometer with a 5,500 rpm redline to keep tabs on the high-winding LT-1. Also in the dash are factory oil pressure, water temperature & amp meters to monitor vital engine signs. A Hurst shifter was set in the console giving a factory look along with an LT-1 350ci / 370hp badge from a Corvette.

Restoration of the trunk matches that of the interior. To match the smooth, glossy finish of the body, taillight lenses were constructed using Lexan thermal plastic. Red was mated to white that was diamond-cut to give 3 horizontal lines which can only be seen when the rear lights are on. An aluminum shroud, covered in black vinyl and attached using Dzus fasteners, hides all taillight housing & wiring to give the trunk a finished look.

A polished aluminum rim - supplied as the spare - sets next to a chrome fire extinguisher. Additional chromed pieces include the jack and trunk latch. Black OEM 80/20 Rayon/Nylon type interior carpet was used to trim the trunk floor.

As far as the drive train, first, a 1969 date-coded LT-1 short block from a 1970 Corvette was bored 0.030" and fitted with TRW 11:1 (LT-1) forged pistons. High-flowing Dart Sportman II heads with fast-burn 72cc combustion chambers provide a compression ratio of 10:1. Stainless steel 2.02" intake & 1.60" exhaust valves were installed along with bronze valve guides. An Engle solid lifter camshaft (0.491" lift with 274 degree duration) was installed to give a broader power band (2,000 - 6500 rpm) than the original LT-1 camshaft (0.458" lift with 317 degree duration). Z/28 valve springs & rocker arms were used along with chrome-moly pushrods.

Timing is maintained by a Cloyes true roller chain & gears. An OEM 1969 Z/28 intake manifold (PN 39322472) was deburred & polished to a chrome-like luster before being topped off by a 780 cfm Holley "3310" carburetor restored by Jerry MacNeish of Camaro Hi-Performance (http://www.z28camaro.com).

An Accel electronic ignition & coil with a GM module & chrome-moly pickup handle the ignition chores. Taylor spark plug wires transmit fire to AC Delco Rapidfire #2 plugs. OEM LT-1 valve covers dress the engine along with a 1969 Z/28 air cleaner. The engine was bolted together using ARP stainless steel connectors.

OEM LT-1 exhaust manifolds are connected to 2-1/4" exhaust pipes & Flowmaster mufflers that gives a fantastic sound! 1972 Trans Am chromed exhaust tips exit the rear of the car.

Torque is transmitted through a Turbo Hydra-matic 350 transmission rebuilt & upgraded by Darrell Young Racing Transmissions out of Sun Valley, CA (http://www.racing-transmissions.com). A 2,800 rpm stall converter was installed along with a shift kit. Shifting is firm but not harsh - excellent for the street. A GM 12-bolt positraction unit was rebuilt for the car using 3.36 gears.

The engine package is nestled in an engine bay that is second to none in appearance. Steel components were chromed & aluminum parts were polished to a high luster (such as the OEM 7-blade fan). The black finish of the inner fender wells, firewall and fan shroud matches that of the body. Custom pieces were constructed to maintain a smooth finish such as the battery cover and the aluminum sleeves on the radiator hoses to hide the hose clamps. Anodized fittings can be seen throughout.

The hundreds of hours of custom, body, and paint work on this unique ’69 Camaro SS definitely paid off in making this vehicle so magnificent to see, but it’s not all about the exterior looks. This muscle car has some power, too. The SS registers on the dyno at 410 horsepower.

If this car had an anthem it would be George Thorogood’s Bad to the Bone.

The interesting and intricate geographical history, on top of the Camaro’s unique custom features and basic appeal, makes this SS a truly unique and amazing piece of memorabilia. During its lifetime, the SS traveled across the country and up the East Coast.

The SS remained in California until Bob Uden took it to Illinois. Uden did most of the modifications to the vehicle and used it as a rolling business card and a living museum of his excellent custom work for a business he called Bob Uden Designs. The estimated cost of the Camaro’s modification topped $65,000. The restoration and customization of the car took place in the early 1990s, and all the improvements paid off. Uden’s streamlined street machine won the Best Camaro Award in the 1995 LA Super Chevy Show.

Chester Babin became the next lucky owner after he bought the SS off a consignment lot in Illinois. He took the Camaro to the Lone Star State of Texas. Babin, who confessed that he really misses the SS, described how a Chevelle once tried to challenge him on the freeway. Babin burned up the Texas asphalt and smoked the Chevelle with ease, barely flexing the muscles of the SS to finish the job.

“Before I realized the Chevelle had given up, the Camaro’s speed had topped out at 130 miles an hour,” said Babin. “But, the steering wheel never shook. The transmission never hesitated, and the ride was as smooth as ever.”

Babin also held the paint job in high regard, recognizing how special it was when he first drove the SS into his garage. “I looked down at the roof when I got out, and I could actually read the printing on the bottom of the light bulb hanging above it,” he explained.

Babin always appreciated owning the car and called the SS “The total package.”

Doug Jahn bought the vehicle next, parking it in a special spot in the center of his showroom-style garage in Florida.

Jahn, of Palm Coast, Florida, pampered the vehicle and took it to multiple car shows in the Sunshine State. As a classic car fanatic, Jahn knew this vehicle was something special and was smart enough to put it up on eBAY when he decided to sell it in 2004.

Gene Shaw made his first bid on the Camaro after going on the auction site to “get a rough idea of prices.” With just four days left in the bidding, Shaw selected the “Buy it Now” option on June 4th, 2004 and became the SS’s proud new owner with one click of the mouse. Other bidders, furious that the auction ended early, submitted much higher offers that Shaw’s $30,000 “Buy it Now” price after finding out about the impending sale.

“I could probably make you quite a bit of money if you want to leave it here and see what we can get for it,” Jahn told Shaw. The new owner refused, recognizing his good fortune and ready to claim his new classic.

Much to the dismay of friends that he told about the purchase, Shaw never personally saw the car before buying it. “How could you spend $30,000 on a car you’ve never seen, people kept asking me,” said Shaw. “I’d never bought anything else on eBAy before, so I didn’t know what to expect. I was a little nervous until I got it.”

Shaw sold his 1970 Mustang Mach 1 in May of 2004 to make room in his garage and help provide some capital for the new Camaro. Before he made his final decision to buy the SS, he called Jahn in Florida and asked about the car.

“He told me he could guarantee the car was laser straight,” said Shaw. “He said it had won almost every show it had ever been in and would win any show I enter it in.” That sealed the deal for Shaw, and he never looked back.

Jahn’s prophecy proved true. The car continued to win show after show, and Shaw fondly remembers one time when his Camaro helped steal the glory from another show-going car owner who claimed to have won every show he’d ever entered his car in.

“I remember a car show that I went to in Kingston, NH where there was a guy who was detailing his car with what he claimed was ‘the best stuff on the market.’ After talking to him for a while, I realized that he was a salesman for the detailing product he was using. I also came to the conclusion that he was the type of person that liked to brag about his ride, which also happened to be a ‘69 Camaro.”

After a crowd of people gathered, he proceeded to tell them that every show in which he entered his car, he came away with the first place trophy. I had never seen this car at any of the shows that I attended, so I had no evidence to prove him wrong. At the end of the show when they were awarding the trophies, I noticed him standing a few yards to my left. When my name was announced for the first place trophy, he glanced over to see if it was my car that was the winner. When I returned from picking up the trophy, as I passed him, I turned and said, "You can't say that anymore can you?” There were five or six people standing around him that just looked over at me and gave me a big smile and a thumbs up.”

In late July of 2005, Shaw attended the Super Chevy Show, sponsored by Tremec and put on by Super Chevy Magazine at the New England Dragway. It was a two-day event, with the judging and "Editor’s Choice" awards on Saturday and the "Best of Show" awards on Sunday along with the door prizes. Shaw was fortunate enough to pick up one of the ten "Editor’s Choice" awards on Saturday. On Sunday, the Camaro won in the "Outstanding in Class" category. Finally, at the very end of the award ceremony, Shaw’s name was called yet again as the winner of a Waterloo roll-away tool box and top chest valued at $1,600.

“I guess that’s what they call the Car Show Trifecta,” said Shaw. “Needless to say, it was a very good weekend, even though I did get caught in a downpour on the way home.”

Shaw loves showing his car whenever he can. He said the best part of owning his mint muscle car is “having people come up to me and comment on it.” He truly beams when he explains each and every amazing feature of his auction acquisition. Other car buffs can’t help but get caught up in his enthusiasm as they take it all in, drawn in at first by the car’s gleaming engine and body paint.

“They usually say something about the paint job and how shiny it is,” Shaw reports. “I like to talk to people about it. For people with show cars, it’s what we live for.”

Spring 2009

Car Chatter, Car Chatter,

An Indian '38 Packard

One from the Road,

One From the Road

Columns,

Sports Car Rallies

Columns,

Trans Am Racing

Columns,

Book Review

New Products,

New Products at SEMA

Columns,

Ford Factory Tour

Auto Auction Action,

Auto Auction Action

Columns,

MY TWO CENTS - Letter from the Editor

Columns,

Life in O’Keefe’s Scrap Yard

Columns,

Auto Shows

Columns,

Specialty Manufacturer Performance Divisions

Columns,

Hot rods – built for speed

Columns,

Public Roads Closed to Racing?

Racing Scene,

Racing Scene

Columns,

Car Tours: The Best Reason for Having A Collector Car

Columns,

US vs Euro Car Models

Columns,

Crime Cars

Columns,

Timeshares for Cars?...What a Trip!

Kar Kids,

Car Kids: From Playrooms to Pace Cars

Junkyard and Barn Finds,

Junkyard and Barn Finds

Car Chatter, Car Chatter,

Collecting Cars, A Wife’s Tale

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Race Car Driver and Enthusiast Nick Soprano

Car Chatter, Car Chatter,

Rick Jaquez: The “Average Joe” Car Collector

Car Chatter, Car Chatter,

Dreams Do Come True

Car Chatter, Car Chatter,

Claude’s First English Sports Car

In the 80’s he decided that he had been depriving himself long enough and started back into Brit cars and the collection he now has, has been accumulating ever since.

CLAUDE'S CARS

Car Chatter, Car Chatter,

The Finest ’69 Camaro You’ve Ever Seen!

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