Mon, Oct 27, 2008

When he was 15, his father gave Andy Sta. Maria a Mercedes Benz to drive. By almost any teener’s standards, this would have been a dream fulfilled - but Andy wasn’t duly impressed. It was 1963. In those days, Benzes were the preferred automobiles of taxi companies in the Philippines, where Andy grew up. More embarrassed than elated, Andy put “Powered by Pontiac” decals and all sorts of things on his Benz to disguise its more pedestrian application. In 1966 his father bought a new Ford Mustang.  Andy’s friends were impressed; Andy was not. Why, it had drum brakes and cart springs! It was agricultural compared to his basic-model Mercedes. Meanwhile a friend in the fraternity began turning up in school in a red MGA. That caught Andy’s attention. The MGA had two seats, two carbs and four-on-the-floor. Obviously this was his car, not like Andy’s four-door sedan which his parents might use to go to church in. That narrowed Andy’s focus to sports cars. Later that year, when Andy’s father bought him a Triumph TR4, Andy’s course was set. 

A year later, while attending business school, Andy introduced himself to Amado Castro, a dean and professor at Andy’s university. The two had almost identical sports cars – Triumph TR4s. A professor at a neighboring university, Rolf Kleindienst, who was restoring a 1952 MG TD, made up the triumvirate of sports car aficionados Other enthusiasts occasionally joined their get-togethers.. This was the beginning of the Manila Sports Car Club. The club had a hiatus for a number of years when its three founding members went abroad for various reasons, but the three found themselves back in the Philippines in the late 70s.  They then started the club in earnest.

By M.Dee Dubroff   Thu, Oct 23, 2008

With the advent of the steam engine, came a reason to equate the output of horses with the engines that could replace them. Horsepower translates into work done over time, and the exact definition of one horsepower is 33,000 lb.ft./minute.

Whether that makes sense or not, did you know that the term, "horsepower" was actually coined in 1794 by James Watt to help market his invention, the improved steam engine? No? Well, apparently neither did the family pictured above who have been in need of help for some time. 

Whatever went wrong on this forgotten byway so long ago, there is a vicarious satisfaction in knowing that it is not your problem. Did they make it back to civilization and the safety and reliability of…horses?

The truth may never be known or set anything free.

 
Sources:

http://www.web-cars.com/math/horsepower.html

Image Credits

http://www.hotrodscustomstuff.com/HUMOR.html

By Anthony Venditto   Thu, Oct 23, 2008

TV CARS

Most of us were at least partially raised by television.  So, to honor the memory of the best baby sitter ever we look back with fondness on all the cars that made TV the best entertainment choice ever(until the internet was born anyway.)

Batman (1966), ‘55 Lincoln Futura concept car

This is the one that started it all.  It may not be the most tech savvy car in the Batman cannon, but it’s definitely the sexiest.

Scooby Doo (1969), ‘68 Chevrolet Sportvan 108

The Mystery Machine.  The Scooby gang knew how to roll in style.

The Partridge Family (1970), 1957 Chevrolet School Bus

A couple fun facts:  This bus was actually purchased from the Orange County School District.  Also, after the series ended the bus disappeared for about a decade when it was finally discovered abandoned at Lucy’s Tacos in East L.A.

Starsky and Hutch (1975), ‘75 Ford Gran Torino

Fans found this “Striped Tomato” so groovy that Ford put out a limited edition Gran Torino that replicated the paint job from the show.

The Dukes of Hazard (1979), ‘69 Dodge Charger

Between the car chases and cousin Daisy’s scandalously short shorts, this show helped millions of young American boys become men.

Magnum P.I. (1980), ‘79 Ferrari 308 GTS

Only slightly less popular than Tom Selleck’s mustache was this cherry red Ferrari which Magnum used to fight bad guys in crime addled Hawaii. 

Knight Rider (1982), ’82 Pontiac Trans Am

KITT- Knight Industries Two Thousand, now you know.  If you already knew that I feel a little sorry for you.

The A- Team (1983), ‘83 GMC G Series

Big black van, sporty red racing stripe, Mr. T behind the wheel.  Could things get any more badass?  I submit they cannot!

Viper (1994), ’94 Dodge Viper

This car was built with a grappling hook that really works a battering ram and a rocket launcher that lobs fireworks.  Too bad the show was terrible.

That 70’s Show (1998), ‘69 Oldsmobile Vista Cruiser

This beast seats 8, comes with faux wood paneling and is perfect for reaching second base on late night dates.

My Name is Earl (2005), ‘73 Chevrolet El Camino

If cheap white trash had a team car, this multi- purpose hybrid machine would be the one.

MOVIE CARS

Sure, everybody knows about the badass cars in Bullitt and Gone in 60 Seconds.  And every movie car list ever made mentions Mad Max and The Cannonball Run.  Even the speedsters from the Fast and the Furious movies have earned themselves a place in our pop consciousness. 

This compilation will include those classics even as it delves deeper into lesser known films to present you with cinematic mean machines that are as timeless and magical as any of our fondest memories.  Vehicles you may not have thought of in years until now, only to realize you never forgot them at all.

Goldfinger (1964), ‘63 Aston Martin DB5

This car comes standard with ejector seat, radar, smoke screens and machine gun mounts.  I drive a Hyundai.

Bonnie and Clyde (1967), 1934 Ford Model 730 Deluxe Sedan

The car is riddled with bullet holes and bloodstains, but the odometer’s only got 2,500 miles on it, so that’s cool.

Bullitt (1968), ‘68 Ford Mustang GT390 Fastback

Actual tagline for the film:  “There are bad cops and there are good cops- and then there’s Bullitt”.  It’s a tossup on what’s cooler in this film Steve McQueen or his car.

The Love Bug (1968), ‘63 Model 117 Volkswagen Type 1

For anyone over the age of twelve this movie is virtually unwatchable.  However, Buddy Hackett’s performance is a tour de force.

The Italian Job (1969), ‘68 MINI Cooper S

The climactic chase scene at the end of this film is one long commercial for the MINI, still not a bad movie.  Not a bad little car either.

Vanishing Point (1971), ‘70 Dodge Challenger R/T with a V8 Hemi

This movie set the tone for all the hot rod chase movies of the 70’s, and three decades later still kicks much cinematic ass!

The French Connection (1971), ‘71 Pontiac LeMans

Gene Hackman chases an elevated subway train with his car, and just like that a classic is born.

American Graffiti (1973),  ‘55 Chevy 150, ‘56 Thunderbird convertible, ‘58 Chevy Impala, ‘32 Ford Deuce Coupe

This little movie about teens cruising their local strip pretty much jumpstarted the craze for Hot Rodders in the mid 70’s

Gone In 60 Seconds (1974), ‘73 Ford Mustang Mach 1 “Eleanor”

Even though this movie had no script, no real actors and cost less to make than a McDonald’s commercial it still rocks the socks off the 2000 craptastic remake with Nicolas Cage.

Dirty Mary Crazy Larry (1974), ‘69 Dodge Charger

Excellent film that has influenced the “car chase” genre to this day, four decades after its release.

Death Race 2000 (1975), ‘70 Chevrolet Corvette (customized), a bunch of other cars all of which look like they came out of a video game

This film is a scathing attack on politicians and the status quo of society as a whole.  It is also a movie where the characters earn extra points for murdering the elderly.

The Gumball Rally (1976), ‘65 Shelby Cobra 427, ‘71 Ferrari Daytona Spyder

Pretty much The Cannonball Run except instead of Burt Reynolds you get Gary Bussey.

Smokey and the Bandit (1977), ‘77 Pontiac Trans Am

This car still makes me weak in the knees.  The “flaming chicken” decals, the t tops, the super sweet cb radio- this beast has it all.

National Lampoon’s Animal House (1978), ‘64 Lincoln Continental (Flounder’s Brother’s Car)

A giant parade float cake that reads “Eat Me!” is merely a subtle disguise for the Deathmobile.  This is how classic comedies are born my friends.

Grease (1978), ‘48 Ford De Luxe

The T- Birds lovingly restored this car so that they could have a place to make out with chicks.  What can be more American than that?

Up in Smoke: (1978), Custom Chevy Step Van

Cheech and Chong, Mexico, a Chevy Step van made entirely out of Mary Jane.  Politically correct:  NO, Hilarious:   YES!

Mad Max (1979), ‘73 Ford Falcon XB GT Coupe

This car has more kills than The Terminator.

The Blues Brothers (1980), ‘74 Dodge Monaco (with police package)

This car jumps a drawbridge, drives through a mall and runs over a bunch of Nazi’s.  ‘Nuff said.

Cannonball Run (1981), ‘80 Lamborghini Countach LP 400S (amongst others)

This movie was lame by most standards, but for gear heads it was practically pornography.  You even had Roger Moore driving an Aston Martin just to class things up a bit.

Fast Times at Ridgemont High (1982), ‘79 Chevrolet Camaro Z- 28

See Sean Penn before he turned into a sanctimonious prick!  “Dude, I can totally fix this.  My dad’s a tv repairman; he’s got a killer set of tools.” 

National Lampoon’s Vacation (1983), ‘80 Ford LTD Country Squire

It had fake wood paneling, came in metallic pea, could jump the Grand Canyon and had enough roof strength to support the weight of a corpse.  This may very well have been the perfect family vehicle.

Christine (1983), ‘58 Plymouth Fury

Dream scenario:  Christine vs. The V8 Interceptor from Mad Max in a death match in Times Square.

Cujo (1983), ‘72 Ford Pinto

Scary movie.  Scarier car.

Ghostbusters (1984), ‘59 Cadillac Miller- Meteor

The ecto- 1 made hearses ultra sheik there for a while; I just don’t want to imagine what it smells like on the inside.

Back to the Future (1985), ‘81 De Lorean DMC- 12

Try to forget about the creepy incestuous love triangle at the heart of this film and just concentrate on the coolest time machine ever.

Ferris Bueller’s Day Off (1986), ‘61 Ferrari 250 GT California Spyder SWB

This car is the vehicular equivalent of Marilyn Monroe.

Rain Man (1988), ‘49 Buick Roadmaster Convertible

Remember:  you need to put on sun block if you want to ride cross country with the top down.

Wayne’s World (1992), ‘76 AMC Pacer

Decked out with a custom paint job (sporty little flames) and a custom licorice dispenser this car comes very close to the impossible:  making the Pacer look cool.

Dazed and Confused (1993), 70 Pontiac D-GTO The Judge, ’72 Plymouth Duster, ’55 Chevrolet 3100 half ton pickup

Laugh out loud funny movie about slackers on the last day of high school.  It’s pretty much a remake of American Graffiti with copious amounts of marijuana smoking.

Dumb and Dumber (1994), ‘84 Ford Econoline

An Econoline converted to look like a giant shaggy dog complete with tongue stickin’ out.  Best.  Company.  Car.  Ever!

Tommy Boy (1995), ‘67 Plymouth Belvedere GTX

One of the simpler joys in life is watching this beautiful car slowly getting destroyed through the course of this movie.

The Fast and the Furious (2001), ‘70 Dodge Charger, ‘70 Chevrolet Chevelle SS, ‘95 Mitsubishi Eclipse, and a ton of others

This movie is best watched with the volume muted.  Without having to deal with the horrendous acting one can concentrate on the sweetness of all the cars.

Training Day (2001), ‘79 Chevrolet Monte Carlo Low-rider

One generally doesn’t think of this as a car movie, but half the film takes place inside Denzel’s low-rider.

The Italian Job (2003), 2003 MINI Cooper S

This movie single handedly launched the new modern MINI’s into a cultural revolution.  The car also helped cover up the atrocious overacting by Edward Norton and former Oscar nominee and New Kid on the Block “Marky” Mark Wahlberg.

Herbie Fully Loaded (2005), 63 Model 117 Volkswagen Type 1

Same quirky car, this time around, racing against Jeff Gordon and a bevy of other NASCAR drivers.  Behind the wheel?  None other than a pre- rehab Lindsey Lohan!

Little Miss Sunshine (2006), ‘73 Volkswagen Transporter (Type 2)

Broken horn, dysfunctional family, no clutch, no side door…No problem.  What better vehicle to showcase in this movie about loving yourself simply for who you are than this mini bus that defies description.

Death Proof (2007), ‘70 Dodge Challenger 440 (the chick’s car) ‘70 Chevy Nova (Stuntman Mike’s first car) ‘69 Dodge Charger (Stuntman Mike’s second car)

Leave it to Tarantino to reinvigorate a Detroit steel classic chase movie with a millennial feminist twist.  The cars are cherry and there’s no CGI used at all.

I Am Legend (2007), ’07 Ford Shelby Mustang GT500

The most exciting moments of this over hyped film were watching the Shelby chew up and spit out the post apocalyptic, deserted streets of Manhattan.  This is product placement done right.

Death Race (2008), ’06 Ford Mustang GT, ’04 Dodge Ram 1500 4wd with a HEMI V8, ’66 Buick Riviera, et al

One of history’s most unnecessary remakes?  Maybe, but seeing all these super sweet cars and trucks outfitted with heavy artillery will make you proud to be an American.

By Shamit Choksey   Thu, Oct 23, 2008

Ultimate Garages II   -    Author: Phil Berg     Publisher: David Bull Publishing, 2008

While the immaculately spotless rooms in Ultimate Garages II may appear to be pristine museum displays, they are actually privately owned garages housing some of the most impressive automobile collections throughout the country.  These spaces embody the imaginations and countless man-hours put forth by their individual creators.  As the title suggests, this book is the larger and much –anticipated follow-up to Phil Berg’s original Ultimate Garages, the book that first identified the trend toward custom-designed spaces for exceptional vehicles.  The author is off an running again, lifting garage doors to find the best four walls for keeping classic cars pampered and protected.

Each of the 23 garages featured in this book reflects the distinct personalities and tastes of its owners.  They range from lavishly appointed spaces that resemble movie sets, to more functional garages that any weekend tinkerer could aspire to realize.  You’ll see everything from warehouses to wood-paneled lounges.

Although the owners, themselves, come from various walks of life, they all share one common passion: the desire to show their prized automobiles.  There’s a stockbroker, an automotive writer, and a former bar owner, among the mix, and each brings with them a unique perspective and approach.  The book is also chock full of insightful anecdotes.  One collector sums up it all up with this - “I do this full-time, but it’s just for myself.  Look, I’m 66 years old, so I want to beat the drum while the skin’s still tight.  If you stop moving, you’re dead.  Building these cars is the fun of it.”

One new element that the author has added is a data box that provides a thumbnail summary of each garage.  These include critical specifications, such as total square footage, the number of cars housed, whether or not the space is climate controlled, and estimated construction costs – all useful reference points for readers considering their own projects.  The data box also highlights intangibles, such as “What makes this garage cool.”

The objective of this book is no doubt, double-edged.  One aspect focuses on the pure enthusiasm and entertainment value, allowing readers to enjoy the accomplishments of others.  But on the more practical side, Ultimate Garages II serves as a helpful guide, an inspiration tool if you will, for those who have a vision to create an interior space for their own automobile(s).  Some may even want to construct a dream garage prior to even having the cars to put in it.  These are folks who live by the motto, “If you build it, the cars will come.”

But Phil Berg’s sequel is about more than just storage space.  Along with contrasts in design and architectural treatments, this book also presents a remarkable array of cars and collections, which include vintage hot rods and muscle cars, concourse-winning classics, and retired racecars.  It’s a veritable ”who’s who” of four-wheeled machines for any degree of car fanatic.

Scores of large, smartly-composed color photographs show every corner and detail of the well-conceived floor spaces.  If you need the motivation to get your own “car clubhouse” cleaned up, or you just want to check out other drivers’ fantasies-come-true, look no further than these fine pages.

By Anthony Venditto   Wed, Jul 29, 2009

Drive- In movie theaters were a magical experience for me growing up in New Jersey. One of the coolest things about Jersey that nobody ever remembers is that the drive- in movie theater was born in the Garden State on June 6, 1933 in then lovely Camden. Over the next few decades NJ hosted dozens of Drive In movie theaters, and the concept swept the nation. Sadly, today, there is only one drive- in movie theater left in all of New Jersey and precious few in the tri state area itself.

On another somber note, Camden, NJ has gone on to be commonly known as the murder capital of the country, but that's neither here nor there. For those of you have a hankerin' to watch movies under the stars in your car with your loved ones, rejoice, for there is still hope. Here is a listing and brief low down on drive in movies in the tri state area.

New Jersey

Delsea Drive- In Theater

2203 South Delsea Drive

Vineland, NJ

856-696-0011

www.delseadrive-in.com

This is New Jersey's last surviving drive- in. Luckily, it's located in Vineland, conveniently snuggled smack dab between Atlantic City and Wilmington, Delaware. They've got two really well kept screens and at $8 for an adult double feature it's the best value in all of south Jersey. On a side note: the last time I was there, I ordered the pierogies and they were surprisingly awesome.

Connecticut

Mansfield Drive- In Theater

Junction of Rtes 31 & 32

Mansfield, CT

860-423-4441

www.mansfielddrivein.com

Not only is this the largest indoor/ outdoor flea market in all of Eastern Connecticut, it also boasts three separate screens showing double features. $9 for adults, $5 for kids and tots under three get in for free. Wednesdays are carload night. Jam as many people into your clown car as possible and pay just $18 for the whole load of you. They've also got a pretty cool playground for the wee ones.

Pleasant Valley Drive In

County Route 181, off State Rte 44

Pleasant Valley, NJ

860-379-6102

www.pleasantvalleydrivein.com

It only boasts one screen showing a double feature, but this lil' beauty of a drive in captures perfectly the old-timey fun of the whole movies under the stars experience. $8 for adults, $5 for kids, those under 5 years old watch for free. To give you an idea of its quaintness, this field will hold about 250 cars. Compare that with the Mansfield Drive- In which can accommodate up to 1000 vehicles.

New York

Overlook Drive- In

Degarmo & Overlook Road

Poughkeepsie, NY

845-452-3445

www.overlookdrivein.com

At about an hour and a half ride, this is the closest drive in to New York City. It's only got one screen but it is a ginormous at one hundred feet wide. A double feature will set you back only $7 for an adult and $5 for a child. Mondays are Bargain Night where everybody gets $2 taken off their admission. Not a bad way to while away a late summer evening.

Malta Drive- In

2785 Rt 9

Malta, NY 12020

518-587-6077

www.maltadrivein.com

Located just north of Albany, this is one of the only drive- ins I've ever been to that is not directly in the middle of nowhere. Also, unlike most drive- ins, this one allows you to bring pets (as long as you keep them out of the snack bar). My favorite part about this two screen theater is that they don't show double features. They show TRIPLE FEATURES!!! That's six hours of cinematastic awesomeness at $8 for adults and $3 for kids. Last summer my girlfriend and I spent the weekend in Malta just to enjoy the show two nights in a row.

Hollywood Drive- In

9270 Averill Park Rd.

Averill Park, NY 12018

518-283-4425

www.hollywooddrivein.com

Twenty minutes east of Albany this little one screener hasn't changed much since it opened over 55 years ago. Like the Malta, these guys rock out with triple features. They only charge $8 for adults and $4 for the kids. One cool thing is that the snack bar randomly puts free passes and free food vouchers in the popcorn, just for giggles. This is a great, really friendly theater and like almost all drive- ins it's a family business and a labor of love.

The Ozoner 29 Twin Drive- In Movie Theater

837 State Highway 29

Broadalbin, NY

www.elanchoandozoner29.com

This two screen behemoth opened up in 2003 outside of Schenectady, NY. It was built and is run by the Wemple family, who started out with nothing but an empty field and a dream. They serve up triple features, sport a two story snack bar, and have built a pavilion where they host sock hops and Elvis nights. It's $7 for the big people, $3 for the knee biters. Definitely a must see.

West Rome Drive- In

Rome Tagerg Road

Rome, NY

315-336-9440

www.westromedrivein.com

If you ever find yourself anywhere near Utica, NY you will be in for a treat. This is one of two drive- ins in the area. I saw Batman: The Dark Knight and Step Brothers in a double feature there this summer and was blown away by the sound and picture quality. At $7 a head you can't beat it.

Elmira Drive- In

State Route 352

Elmira, NY

607-734-8599

www.elmiradrivein.com

One of two sweet double screen theaters within pretty close proximity, the Elmira and West Rome Drive-Ins are both owned and operated by the Zurich family. They've been in the drive in business since the 60's. They own 9 different drive- ins and are constantly adding improvements and upgrades to their locations. This place is clean, friendly and a simple joy to experience.

Silver Lake Drive- In Theater

7037 Chapman Avenue

Perry, NY

585-237-3040

www.charcoalcorral.com

This two screen wonder, about an hour south of Rochester, is no mere drive- in. It is an entertainment wonderland built on a cow pasture. Run by the Stefanon family, this funtastic complex has grown to include the Charcoal Corral Restaurant, a pizza place, an ice cream parlor, an arcade and a truly breath taking mini golf course. To me, this is the KingDaddy of all drive- ins. I look forward to having my 35^th birthday party there. The only problem is it's a seven hour drive from where I live.

By Arielle Connery   Thu, Oct 23, 2008

Dean Laumbach of Like New Auto Detailing of the New York/ New Jersey area has a reputation for his attention to detail, quality workmanship, and thorough finesse jobs. So, this summer when he was browsing the pixelated aisles of eBay's car auction house and came across an intriguing silver 1978 Mercedes 450 SL convertible with the astonishingly low mileage of 73K, his trained eye knew that this needed to be looked into immediately.

Through the photos provided, he was able to see that the car had been carefully and lovingly attended to for many years, but then for unknown reasons had been left outside to endure the harsh forces of nature and neglect. Even through all these challenges the wood was clear, bright and tawny, there was no clear coat failure and the top side of the chrome was still fresh.

Right away he sent a competent and capable friend who lends him a helping hand and a critical eye on location to do a proper inspection.

And, what an inspection he did. Searching every inch of the Mercedes 450 SL, giving Dean a running commentary via a lengthy cell phone call. After careful consideration the Mercedes received the seal of approval.

She ran like a top.

When the papers were signed and his new find rolled on in, it was time to push up his sleeves and get down to business; once the rodent who had taken up residence in the filter cap had been removed, that is.

Every part of the vehicle then underwent some serious T.L.C.

The dashboard was refreshed. The excess moisture was removed and, of course, with Dean's ten years of detailing expertise all the interior and exterior surfaces received spa-like treatments to restore the beauty of its youth.

One area that received particular attention was the engine. All the years, weather, and the rodent no doubt, had taken a toll on its machined heart.

A full overhaul ensued beginning with degreasing and a steam cleaning pressure wash. Next up was polishing all of the aluminum and chrome to its original mirror like finish. Then the removal of rust followed by a quality rust encapsulator by Eastwood; as were all the other engine detailing products that were used here.

After carefully taping off all of the labels he began to repaint each individual engine part with extreme attention to the details. Under practiced hands the process took approximately seven hours to bring the engine back to factory and ready for the showroom.

Dean really enjoyed working on this Mercedes 450 SL as he always does with his other restorations. Each vehicle that he chooses to work with is unique, with its own challenges, successes and surprises. He looks forward to the next little gem in his future as he and his friends search near and far for that special diamond in the rough. Ready to be cut and polished , properly prepared to be added to that jewel box where the treasure sparkles, shines, and purrs.

By Car Chat Guy   Wed, Jul 29, 2009

Hello and welcome to our premiere issue of Car Chat Club, the magazine portion of our social networking portal for the automobile enthusiast. Our tagline is “Profiling the People, Places, and Performance of Auto Enthusiasts Everywhere!” and that is precisely what we intend to do.

In each quarterly issue, Car Chat Club will profile and allow its members to meet several car owners thru their car, its history, and how they have used their car over the years.

There are a lot of great stories here, everything from barn finds, auction successes, racing history, and original and long term owners. 

Since the editorial focus of our feature articles will be about the car owners as much as the cars themselves, we invite you to submit your idea of someone you know that would make a good feature article. To do so, please email writing@carchatclub.com

Check out the "Resources" section for info about car clubs, car events and shows, car museums and car auctions everywhere! Again, this info is for you, so if you see something not listed, please let us know by emailing editor@carchatclub.com

Happy Motoring!

Gary

By Michael Weisenmiller   Thu, Oct 23, 2008

There's no doubt that Charles Darwin didn’t see this one coming, and neither did the already brilliant world of online racing. The Swedish development company SinBin has done it once again with their latest installment to the auto-racing simulation genre by releasing GTR Evolution. Anyone can login to the real-time gaming world of GTR and drive along side real-world drivers like HJ Stuck as you race each other through one of the most deadly tracks ever known to man with eighty plus turns and over thirteen miles of vigorous track on the infamous Nürburgring Nordschleife. The SinBin team has achieved nothing less than perfection with the virtual landscape they’ve provided their racers and the online team game-play allows you to dive into the world of competitive motorsports.

The realistic graphics are so impressive and frame rate is so fast-paced with Evolution, yet it never becomes or at least appears too difficult. GTR allows for not only Nordschleife but 19 different other tracks from all over the planet, as well as a remarkable 49 separate vehicles set apart into 12 different classes, and interesting new additions such as elaborate instantaneous changes in the virtual weather like how a thunderstorm can quickly become a beautifully bright and sunny day, and vice versa.

I can honestly and without any doubt or hesitation say that GTR Evolution does for motorsport racing what Flight Simulator did for Aviation, and that’s probably the best metaphor to describe the experience. The sound alone seems to be a remarkable pinnacle of achievement for game developers everywhere, and the sounds from any of your pick of circuits can be dimmed down to the simple birds chirping at the finish line. Although birds chirping is nothing compared to the insane noises you’ll hear all around you while tearing down the track like gravel puncturing the bottom of your vehicle and all kinds of fragmented objects crashing against your windshield while you make hair-pin turns seemingly knowing and sensing that in the virtual world, your life is in your bare hands along with the steering wheel making that next 90 degree turn.   

The world all around us is all about senses and these Swedish developers have somehow tapped into that and decided to exploit our 5 senses to the absolute fullest, making the experience of GTR one that you won’t soon forget. The competition during non-online game play is equally if not more frightening and glorious at the same time, where the A.I. drivers have seem to adopt human-like characteristics and intelligence, almost to the point where you’ll be wondering about the Terminator movies and questioning its antagonists reality. The A.I. of GTR Evolution is unmatched by any simulation game out there in the market to date. For those who aren’t quite used to the intensity of the virtual world, GTR does offer an arcade mode for racers to hone their skills and practice at their leisure, as well as the game having an immense amount of options to create an easier or harder game as the operator sees fit.

There are a few downsides to the game itself like the demand in previous games for more out-of-vehicle interactivity, such as the ability to celebrate a win at the end of a difficult race instead of just a single text like stating that you’re in “1^st place” and the intensity of the actual crashes are a tad bit extreme or possibly too realistic, either way if you find yourself messing up on a 100 mph turn you’ll find a face full of shrapnel and a race that’s basically doomed. Yet, this game is the best out there and if you’re looking for the best and most intense racing game that you can wrap all the senses of your reality around, there is no substitute. GTR Evolution is the premier motorsport simulator of our time and a must have for any automobile fan. You’ll never look at your computer the same way again. 

By Dan Lauer   Thu, Oct 23, 2008

Venturing into another ground-up restoration requires an attachment between owner and vehicle.  Treating this selection period as a courtship may give it more meaning. This choice is not unlike a relationship with a member of the opposite sex. There will be everything from anger to elation, and from hope to heartache. Approaching this decision like a relationship and not an acquisition may assist you in finding a true classic to call your own.

This beat-up beauty will be your new girlfriend for the next month, year or possibly longer. Choosing this companion for the foreseeable future should be taken on with the utmost integrity, but also needs a healthy dose of subjective thought. Would you choose to be in your current relationship, if you could choose it like you chose your last project car? Most of us jump in with an automatic “yes,” but on second thought, perhaps you would not. Allow me to explain.

If you knew you would have to buy your wife girlfriend a new mainframe during your lifetime together, would you pick her?  Or for you ladies, if your man wasn’t able to put out the desired horsepower due to size limitation, would you go with him?  These are fundamental questions that should fuel your decision on make and model of your new project vehicle.  No matter what car you choose, you can always dress it up on the outside; but if the underlying problems cannot be addressed, it would be better to move on – even if you were certain he or she was “the one.”

Most long lasting relationships have shared experiences from the past.  Maybe you have known you wife/girlfriend for years, and you know the status of the undercarriage. With a few coats of primer, a good wet sand job, a little bit of color, and a chopped-top, you’re back in the driver’s seat of something familiar, something you know and love.  Restoring a vehicle you have owned for years, can give you that sense of ease and comfort while also peaking your excitement.  Knowing the potential lying under those years of wear and tear can make this choice of restoration more momentous.  Therefore the most rewarding project car may be the one closest to home.  

Whether you chose to stay close to home or venture off into a new relationship, it must begin with commitment. Time and capital can achieve any physical outcome, but careful discretion during this selection period will give you a result that you will cherish forever, not one you’re bored with after the lust calms down.  Give yourself a chance to commit to a vehicle that you know will return your investment. A quick peek under the hood or kick of the tires is alright for a run-around vehicle, but you need an intense inspection of the frame and firewall before you start in on a long term relationship, I mean, project car.

By Benjamin Hunting   Thu, Oct 23, 2008

There was a time when a car was judged by how much you had under the hood – literally.  For many V8-powered car drivers, the size of their motor, in cubic inches, was like a badge of honor – a badge frequently worn on the front quarter panels so that all the world could see the exact details of the engine installed in the car.

Starting in the mid-1960’s with the Pontiac GTO, muscle car makers slugged it out on the boulevards and highways all over America, determined to produce if not the fastest car, then at least the one with the biggest engine so that owner bragging rights could be maintained.  Even luxury car makers Cadillac and Lincoln got in on the action, with engines topping 500 cubic inches finding their way under the hoods of luxury barges and executive coupes. Cadillac had a 472 in 68-73, and a 500 in 70-76.  The 500 made 400 hp in the first year, and then was down to 190 by the end of production – a sad decline.  Lincoln ran a 462 in the Continentals from 66-68.  I had two Continentals with this motor.

The HP Wars

The roots of the horsepower war went back to the participation of the Big Three (Chrysler, General Motors and Ford) in motorsports, in particular NASCAR and NHRA drag racing.  Since a number of teams had full factory support in that era, automakers were able to test out their designs in the high-stress environment of a race and then make the appropriate changes for street use.  Of course, there were always a few engineers and designers who were curious about what would happen if they made these high performance racing engines directly available to the public, and some of these track-ready mills found their way to customers through obscure choices on options sheets before management wised up and shut down this creative form of horsepower distribution.

When General Motors decided it was time rehabilitate their image and withdraw from motorsports participation, there were those within the company who were concerned that Chevrolet and Pontiac in particular would fall behind in terms of engine development.  This led to the idea of taking a 325 horsepower, large displacement V8 – measuring 389 cubic inches – and stuffing it into a mid-size car, the same platform that was used for the Pontiac LeMans.  A loophole in GM internal regulations made this possible by branding the GTO an ‘options package’ and not an actual vehicle itself, and a legend – not to mention the very first muscle car - was born.

Other car makers were quick to notice the popularity of this factory hot rod and began to step up programs of their own to shoehorn larger and larger engines under the hoods of their smaller cars.  Chevrolet had been selling the big block 409 in their full-size sedans but eventually upgraded to the 427, which produced up to 435 horsepower and was installed in the Impala as well as the Biscayne sedans.  For their mid-size cars, in the mid to late 1960’s a 396 cubic inch engine would find its way into the Nova, Camaro and Chevelle.  Chrysler fought back with the 383 and the 440, rated at 325 and 375 horsepower respectively, while Ford introduced their FE series of engines, installing a 390 cubic inch V8 in the Mustang and eventually upgrading both the Mustang and the Torino to the 428 Super Cobra Jet.

1970 – The Peak of Power

By the dawn of the 1970’s, it seemed as though the cubic inch wars had reached their golden age.  Companies had even taken to advertising the size of the engine anywhere they could on the exterior of the vehicle – the rear quarter panels, the front fender, even on the hood or hood scoop.  Chevrolet had stuffed a 365 horsepower, 454 cubic inch engine into the Chevelle, while Pontiac countered with a similar 455 unit in the Firebird.  Ford punched the Cobra Jet out to 429 cubic inches to produce a fire-breathing 375 horsepower.  However, it was Chrysler who really upped the ante by offering the 426 cubic inch Hemi V8 across almost their entire product line.  Conservatively rated at 425 horsepower, this engine used hemispherical combustion heads to increase engine performance.  The motor could be had in some of the most famous muscle car names of the day – the Charger, the ‘Cuda, the Challenger and the GTX.

The writing was on the wall

While it might have seemed like the sky-high horsepower party had just gotten started, there were those who had other ideas.  The Environmental Protection Agency was instrumental in passing an extension of the Clean Air Act in 1970 that saw not only the introduction of unleaded gasoline, which made it harder to maintain the necessary high performance engine compression ratios, but also the mandatory use of power-robbing pollution controls in engines that were designed to reduce smog and other vehicle emissions.  On top of this, the OPEC oil embargo raised gasoline prices to the point where it became difficult for some owners to justify their large engine’s equally large thirst for fuel – not to mention the fact that insurance companies had finally caught on to the fact that muscle car horsepower was perhaps significantly higher than had been initially reported by automakers.

A truce is declared (but for how long?)

These factors combined to slowly extinguish the flame that had driven the cubic inch wars for close to a decade.  By the end of 1972, while it was still possible to purchase a large displacement motor in an American car, the power it produced was but a shadow of its former self, and the rest of the decade saw horsepower numbers dwindle to a fraction of their former glory.

The wars today

It is tempting to compare the current era of horsepower wars with the CID battles that occurred during the heyday of muscle cars.  Certainly, when looking around at offerings from not only domestic automakers but also German luxury builders, it seems as though a renaissance of power has been building over the last five years.  In the space of less than a decade, passenger cars have gone from a 300 horsepower peak to almost double that.  It is possible to walk into a modern showroom and drive out in a Mustang, Challenger, Charger or Corvette with horsepower numbers edging 400 and some cases 0topping 500.  Likewise, BMW Motorsport and the Mercedes AMG division have sedans and coupes which boast over 600 horsepower and in the case of Mercedes, 738 lb-ft of torque.  Shocking numbers to be sure, and this does not even include super cars like the Viper or the Corvette ZR1, another area where car companies seem to be pulling out all of the stops to top each other with every increasing horsepower figures.

There are some important differences between the power leaders of today and their muscle car ancestors.  The first is technology.  While car companies in the 60’s and 70’s were focused on stuffing large engines into small vehicles, modern engineers are making use of technological innovations to squeeze every last drop of performance out of engines that may occasionally crack the 400 cubic inch barrier but which are a far cry from the big block engines which dominated their spiritual predecessors.  Variable-valve timing, variable length intake runners and incredibly advanced engine management systems and fuel delivery have all made it much easier to design powerful, smaller displacement motors.  Forced induction in the form of turbochargers and superchargers also provide shortcuts to exceptional power from standard-sized engines, and most of these advances have translated into radically improved fuel economy over standard big block engines of yesteryear.

Another significant change can be seen in the way that horsepower is reported by auto manufacturers.  Back in the 1960’s, horsepower was measured by taking the engine and running it on a stand – completely outside the car and without any accessories like power steering or the alternator causing parasitic drag.  Many of the engines that were tested were also special, hand-built versions which had been constructed to very fine tolerances, giving them an edge over assembly-line cars when it came to muscle.  Naturally, some of the horsepower numbers that came out of these tests were optimistic, in the sense that street cars weren’t quite up to the same build standards and had to deal with running the basic systems that a car required in addition to providing enough torque to smoke the rear tires.  Car companies were also notorious for flubbing power numbers in order to help with advertising, making it difficult to track down exact figures for specific motors.

In today’s vehicles, horsepower is determined by a much stricter process that involves measuring the power at the engine’s flywheel with the engine installed in the car.  This means that all power-robbing accessories are present and accounted for, making it much harder for an automaker to be imprecise when flaunting their vehicles power.  This also means that the engine numbers of today, while much higher than those of the past are also much more accurate, giving modern automobiles a definite edge when it comes to performance.

The question, of course, is where does it all end?  If the current pace of automotive progress continues unabated, it is not a stretch to say that in a few years time we could all be driving vehicles which average 500 horsepower, with 1000 horsepower sports cars representing the cutting edge.  Of course, reality has to come into play at some point, and for most of us it already has. 

Is this the beginning of another end to the wars?

While technology may have made high horsepower engines more efficient, rising fuel prices have worked against these vehicles so that they are still much more expensive to drive on a daily basis than a smaller engine with fewer cylinders.  Given that the price of gasoline shows no signs of dropping back to inexpensive levels drivers enjoyed at the end of the 1990’s, car companies such as General Motors have already started to re-think some of their V8 powered sedans and coupes.  In combination with the pressures car companies are facing over greenhouse gas emissions, it seems as though similar factors to those which crunched the first horsepower boom are starting to zero in on the second.

This second golden age of powerful automobiles is something that should be enjoyed for as long as it lasts.  It could be the last hurrah for fossil fuels, as it seems like the rumble of a V8 engine is in danger of becoming just another automotive memory, like wooden wheels and the Studebaker.  Until we get to that point, however, there is plenty of horsepower begging to be unleashed on the nation’s unsuspecting roadways.

By Lorraine Lim   Wed, Nov 12, 2008

Even for non-enthusiasts, automobilia collection looks like a fascinating hobby. Old kids pedal cars, gas station signs, and restored gasoline pumps all relates to the history of transportation in some way. Some collectors collect these items because they don’t have enough room to keep full-size vintage cars while some collect automobilia for the fun of it. Whatever reason you’re interested in collecting automobilia, the challenge lies in finding unique items.

The market for this collectible is still limited. But some hard-core collectors have formed clubs, online groups, and discussion forums specifically for this hobby. If you search online for groups that share similar interest, your query is bound to produce several results. Take note though that the term “automobilia” itself refers to more than just cars. It is a catch-all phrase for everything related to automobile and transportation. It can include collectible military vehicles, pushbikes, traction engines, stationary engines, pedal cars, spare parts, and even lawnmowers.

What Should You Collect?

Sensible collections usually try to limit their hobby to two specific fields but some collectors tend to go with their gut feeling. As a result, their room tends to look like a museum of old automotive items. The funny thing is, other automobilia collectors can completely relate to them. If you want to get started in the field of automobilia collection, you should first determine which collectible items you like the most:

Accessories

These are great items to collect and accessories can easily be found as well. Auction sites such as eBay tend to have a huge collection of automotive accessories. Also, you can easily purchase these items during swap meets, club meetings, or talk another collector into selling his item to you. Common items you can expect include chrome mirrors, boot racks, and anything produced by SAH, Speedwell, and Aquaplane. Automobilia accessories can be displayed on your car, your garage, or your room. Talk about a good way to showcase your collection.

Spare Parts

Some automobilia collectors literally hunt down vintage spare parts. Shiny spare parts are usually in demand while oily items are shunned except by the most ardent of collectors. After all, oily spare parts won’t look good on the mantel nor will it look particularly attractive when placed in the bedroom.

Advertising Materials

Advertising automobilia is one of the most popular types of collectible item. This is because advertising signs basically sums up the rich history of the automobile. Period pieces will reflect the style, color preferences, and taste of that time. It is not surprising that original sales posters are sought after by collectors around the world.

Toys and Pedal Cars

Old motoring toys have long been an interest of many automobilia collectors. There are still many types of toy cars and toy vans available for an avid collector. Pedal cars have its own loyal following. Some collectors don’t even blink when they pay thousands of dollars upfront for an Austin J40 or a restored Austin Pathfinder.

Whatever automobilia you decide to collect, you can be sure that once you start collecting these items, it will be hard to stop.

By Dan Lauer   Tue, Oct 28, 2008

Throughout our lives as car owners, we pick up habits; some healthy, but others are downright sick. And despite the your best intentions, some of these habits cause more harm than good, not only to you, but to your ride. From maintenance to driving style we all do things a bit differently, but when it comes to washing our vehicles, most are guilty of the same mistakes.  

 If challenged, the first response of any true car enthusiast will be, “Of course I know how to wash my car!”  And why shouldn’t we? Proper car washing techniques, if used correctly, can bring new life to old paint and prolong or even save the life of a young paintjob. Unfortunately, many of us go wrong before the rag even hits the bucket.

By Elliot Feldman   Thu, Oct 23, 2008

Where to See it:

There are currently more than 150 vintage racing events held around the world. One of the premier events is the Rolex Monterey (California) Historic Automobile Races held at the Mazda Laguna Seca Raceway in August. Legendary racers participating in this event have included Mario Andretti and Phil Hill, for whom the race's Phil Hill Trophy is named. In 1951, Hill rode his 1938 Alfa Romeo 8C-2900B Mille Miglia Spyder to first place in one of the first of the historic auto races then held at Pebble Beach.

Participant car classifications in the Monterey Historic Automobile races include:

• Pre-1940 Sports & Touring Cars
• 1925-1950 Racing Cars & Indy Roadsters
• 1955-1960 Sports Racing Cars over 2500c
• 1966-1972 Historic Trans-Am Cars
• 1964-1975 FIA Sports Racing Cars
• 1972-1983 Historic IMSA GT Cars

Held outside London, the Goodwood Revival is Europe's premier historic vintage racing event. As an extra touch, spectators and race participants dress in fifties-style apparel as part of the race's tradition. In 2007 Goodwood drew more than 117,000 spectators. Legendary racers who have participated in the event have included 16-time Formula One Grand Prix winner Sir Stirling Moss.

How to Become an Historic/Vintage Racer:

If you're a vintage car collector and want to take that extra level up and become a historic vehicle racer, accrediting racing organizations have specific requirements that both you and your car must meet.

The Vintage Sports Car Drivers Association (VSCDA), one of the largest nonprofit historic racing organizations, sponsors its own driving school aimed at new historic vehicle racers.

Another large organization, HSR (Historic Sportscar Racing, Ltd), offers a list of recommended race driver schools across the country, including the famous Bondurant School of High Performance Driving and Track Time Driving Schools. The latter includes a must-complete two-day historic driving school.

The Vintage Auto Racing Association (VARA) has a list of "rookie requirements" necessary for membership. These requirements include submitting a current medical exam form that gets updated every two years. Specific physical requirements include vision correctable to 20/30, mental acuity and skeletal integrity. VARA also issues driver certificates of qualification for full competition licensing. Historic vehicles must also pass eligibility standards.

VARA hosts major historic racing events at the Las Vegas Motor Speedway, the Phoenix International Raceway and the Auto Club (AAA) Speedway.

Where to Buy Vintage Race Cars:

If you're adept at online auctions, eBay Motors sells "not-street-legal" historic race cars. But, as with all online transactions, let the buyer beware.

Symbolic Motors, a luxury vehicle dealer in La Jolla, Calif., sells restored classic and competition cars such as a 1949 Ferrari 166MM Touring Barchetta and a 1972 Ferrari 365 GTS/4 Daytona Spyder. But, understand that these restored vehicles come with a high price tag. Also, note that Symbolic Motors has experts that may be able to restore a historic racing vehicle that you already own.

Sports Car Market is a major online information hub for collectors of vintage vehicles. They maintain an extensive list of classic car auction companies and brokers as well as a fee-based searchable database of more than 40,000 auction records.

Sources:
www.montereyhistoric.com/participants/list.html

www.goodwood.co.uk/site/content/revival/Faqs.aspx

www.stirlingmoss.com/news.htm

www.vscda.org/schools.html

www.hsrrace.com/HSR/HSRHome.nsf/weblinks/EJEN-5ZFHDY?OpenDocument

www.vscda.org/about.html

motors.shop.ebay.com/Other-Vehicles-Trailers_Race-Cars-Not-Street-Legal

www.symbolicmotors.com/inventory-classic.html

www.sportscarmarket.com/resources/links.php

By Dean Sherwin   Thu, Oct 23, 2008

The auto racing scene has been around in one form or another since cars became widely available to the public. At the moment, much of the world’s attention is focused on the American and European circuits as it was these two continents which achieved records, built the cars, and most importantly the tracks during the early 20^th century. However, the history of racing is mostly just breaking records in now extinct racing events. In this article were going to take a look at the Racing scene as it stands throughout the world today.

So first things first, the US. And one of the most famous of all car racing organizations on the globe is NASCAR, which stands for National Association for Stock Car Auto Racing. The main rule is really in the title. If you wanna race, you must have a production car which began on any old production line. However, once a team gets their car the strip it, throw in one mother of an engine, handling system, CPU, and modify the aero-dynamic structure such as the addition of air-brakes.

NASCAR’s most notable event is the Daytona 500. This race is unique when it comes to other sports which tend to leave the major event until the end, where as the Daytona 500 is the first racing meet on the NASCAR colander. To get a feel for the scale of this event, in 2006 it attracted 20 million viewers which was the sixth largest TV rating for any sporting event in the earth’s history.

The event has been running for half a century now; with Ryan Newman in his Dodge winning the 2008 race in February, pocketing a prize worth over 1.5 million USD. Recently the sport has been plagued by concerns for safety on the track because of frequent pile ups, however these claims have been subsided with ultra-safe roll bars, auto fire extinguishers etc…

NASCAR’s appeal has extended beyond the track in recent years with custom car makers taking the boxy, low and ridged look of a typical NASCAR and making street legal versions. This style can now be seen across the world with body kits now available that mimic a NASCAR car.

Another phenomenon that mainly has its humble home in the US is that of drag racing. The National Hot Rod Association (NHRA) oversees most of the racing in North America and operates numerous tracks.  The cars used in drag racing differ enormously with the most commonly recognizable being the long nosed, rear engine mounded and skinny shape. These monsters have improved enormously in recent years and some are propelled by jet engines using special fuel. These often have huge rear wings to improve traction to get the best from the power out-put. These are referred to as Top Fuel Dragster using 90% Nitro-methane fuel.

Another division is the Pro modified section. These cars have some engine restrictions and have super chargers fitted. Cars running blowers (super-charger) are limited to 8.6 L (527 cubic inches) while cars with nitrous oxide can run up to 12.1 L (740 cubic inches).

Pro Stockcars must maintain stock appearance. NHRA cars can run no more than 8.2 L (500 cubic inches) while IHRA cars can run a maximum of 13.4 L (820 cubic inches) ("Mountain Motors"). Some of these cars are built by garages and raced for good publicity and to gain sponsorship, after all, who wouldn’t want to get their car tricked out at a Drag Racing garage?!

Touring car racing is another auto sport that has been going on for ages now.  The sport mainly came from technical courses which developed into a V8 supercharged racing event. It was only when someone gave the racing form a name that everyone who was competing had a true name to call the sport.

At the moment there are tracks which house touring car racing in pretty much every country that has a reputable car industry and history such as England, Germany, USA and Australia. The British Touring Car Championship, Deutsche Tourenwagen Masters and The World Touring Car Championship are the main events held throughout the racing calendar and attract millions of fans both to the track and to watch on T.V.

Because not everyone can afford to build a $300,000 touring Car, many different leagues, divisions and series have opened up for amateurs to race their own slightly modified stock cars. Some of the modifications may include sport suspension, roll-bar, racing tires and engine performance modifications. This cut-away from Touring Car racing has developed a large popularity in recent years. Even some companies are now making kits to easily modify a stock-car to racing specs so you can compete at minimal cost, either for fun or for the heavy sponsorship which is now creeping into this new area of racing.

Rallying is definitely a section of Auto racing that cannot be ignored by any means because of its historical impact on the entire auto-industry, never mind the racing scene. Since the early 20^th century when cars started popping up every where, people just had to race them off-road, simply because that exactly where they weren’t meant to go. In most countries around the world there are rally tournaments and series’. Most are amateur based with local family teams and courses. These local events were the roots of rally and were how people began to take notice. It wasn’t long before the WRC (world rally championship) came about and introduced the sport to the world stage. Now it is the main event in the rally year, attracting millions of spectators and armchair supporters. Some of the rally events included in the WRC includes Finland, UK, Spain and the notable new comer, Ireland.

However, despite rally’s growing fame, the amateur competitions continue to grow, with most country having T.V. coverage of them and every country which has a WRC event, can trace its rallying routes back to a humble beginning of Amateur Rally.

Now then, while were talking about how historical Rally is, and why auto-racing has its foundation way back in the history books, I think that Historical Racing is worth a look.

Modern racing now relies more on Computers, handling assistants and every other technical piece of kit you can think of to keep the car on the track and set new records. However Historical Racing is a step in the other direction because the rules state that you must race a car from a certain era, for example the 60s, and have no modern performance equipment anywhere nears the car.

The sport is a lot more ‘hobby’ orientated than most other forms of racing and has been said to have a more ‘fun’ appeal for the racers and spectators. Most of the cars which are raced there include old car marques which have been raced in the WRC such as the Lancia Delta. Some racers even paint their cars in their original racing colors to keep with the historical theme of the races.

The final section of the racing scene were going to take a look in this article is F1. Although the main events are held in Europe, there is a US circuit and a growing fan base for the sport. Formula 1 has had a turbulent history, from tragic crashes, financial issues, performance criticism in the 90s and teams coming and going through out its history. Now, an F1 car consists of a long fiberglass body, rear mounted engine and a single seat for the driver. Aerodynamics play a very important role in keeping the car down on the track and for cornering at speeds in excess of 100mph. Some of the teams include BMW, Ferrari who have been there since the start, Toyota, Honda and Renault. The sport is now one of the top 5 most watched sports in the world.

During the 90s when computer technology was sky-rocketing, F1 cars were becoming more sophisticated and began to take the driving away from the driver. However this raised controversy and soon restrictions were put in place such as limited computing power to assist in start-off and handling.

Now, many of the drivers must work their way up through the ranks in Formula 3 and 2 before they are given he chance to drive for an F1 Team. This provided teams with a chance to watch out for up-and-coming drivers.

F1 is now bigger than ever along with the other auto sports we have looked at in this article. Because of satellite T.V. and the opportunity to get involved, it seems as though this fan-base will continue to grow for decades to come. 

By Dina Schoenfeld   Thu, Oct 23, 2008

Collector car enthusiasts face an ever changing and evolving market of car care products, parts, and accessories.  With so many options, and opinions, it seems impossible to say which products perform better than the rest.  However, the two products being reviewed here, could arguably be two of the best products of their kind.  I think you will undoubtedly agree.

Carnauba wax lovers take note.  Do you desire a wetter shine or a slickness like no other?  Then this product may be exactly what you are looking for.  Poorboys has a new, limited edition, carnauba wax that is second to none.  Natty's Red Paste Wax has been developed to be the best wax you will ever use and will give your car a deep, glossy, liquid shine with less effort than before.  Natty's Red Paste Wax combines added, patented UV absorbers along with the natural, protective properties of carnauba, for a long-lasting paint protection that others can not match.  Natty's Red Paste Wax can be applied by hand or polisher with results that have yet to be seen in a wax. 

There have only been two downfalls to Natty's Red Paste Wax that I have found.  One is that all imperfections in your paint or finish will show through the wax coat.  Light swirl marks may be hidden but bad ones seem to be magnified due to the wet, glossy look.  The other downfall is that only 1000 tubs of Natty's Red Paste Wax have been produced, so supplies are limited.

One 8 oz. tub will cost you around $22.00 (plus shipping) and can be purchased online at www.poorboysworld.com  Also available are the original Natty's Paste Wax and Natty's Blue Paste Wax for darker color cars.

Giddy up, giddy up, giddy up...409.”  The Beach Boys made it famous, now, Edelbrock has a new product designed to renew the potential of Chevy's original big block engine.  The Performer RPM aluminum cylinder heads for the Chevrolet 348/409 “W” motor, will blow you away.  Designed for the serious drag racer, street cruiser, or hot rodder, these heads offer Edelbrock's time honored quality and an increased performance at the 1500-6500 RPM range.  Although Edelbrock has improved the port design, the port locations and valve angles remain the same so they bolt right up to your existing block.  These heads feature screw in rocker arm studs that are far superior to the pinned and pressed studs on the original heads of the 60's.  These heads also feature hardened spring cups and guide plates allow for a greater durability.  Available for purchase now, the Edelbrock Performer RPM heads will set you back $823 each (bare) and $1,075 each (fully assembled with springs and 2.19/1.72 stainless valves).  Edelbrock has designed and recommends their RPM Dual Quad Intake Manifold for use with these Performer Heads.  These products are available for purchase through the Edelbrock catalog or go to www.edelbrock.com to find a online dealer or a retail dealer near you. 

By Benjamin Hunting   Thu, Oct 23, 2008

One of the most popular recent fashions in the world of automobiles is for manufacturers to mine the depths of their past designs and brands and reinterpret them with a modern twist.  This philosophy has been gathering steam for close to 15 years, and during that time there have been some interesting success stories as well as a few vehicles which never really seemed to find their place in the market.

CHRYSLER IS FIRST TO THE MARKET

In terms of domestic automakers, one of the first companies to seriously explore the possibilities of retro-influenced styling was Chrysler in the late 1990’s.  The Plymouth Prowler and the PT Cruiser were both amalgamated designs which did not mimic any specific past vehicles but rather strove to reflect a certain historical era – prominent fenders and a high roofline for the PT Cruiser, and in the case of the Prowler roadster, almost no front fenders at all.  While the Prowler only saw limited production, the PT Cruiser became a serious sales success for the company throughout the next decade.

GIVES IT A GO

Ford took notice of the impression that the PT Cruiser had made and decided to do something equally ambitious with their replacement for the Ford Thunderbird coupe.  The Thunderbird had once been the proud symbol of Ford’s progressive design philosophies, a personal luxury coupe that captured the hearts of millions of buyers.  However, in recent years the glow had faded from the public consciousness.  In 2002, Ford released a version of the Thunderbird which borrowed heavily from the original 1955 – 1957 two-seater’s appearance, with a unique oval grille and large round headlights Frenched into the front fenders. 

THAT THING GOT A HEMI?

Chrysler and Dodge had been trading on the name of one of their muscle-era engines, the Hemi, for a number of years, and after the Mustang proved that a market existed for a two door performance coupe it was only natural that one of the original Hemi platforms be revived and put back on the scene.  The choice of the Challenger was an inspired one, as the square, creased bodywork of the original complimented modern styling trends and allowed for an interpretation that stayed true to the original concept but added an extra flair of muscle and smoothness, especially in the rear haunches.  The front and back of the new Challenger were quite authentic looking, and Dodge’s decision to debut with the exclusive, 425 horsepower SRT8 version of the car let enthusiasts know that they were serious about taking on all comers.  The Challenger SRT8 was released as a 2008 model, with the 370 horsepower Challenger R/T following in its footsteps as a 2009 model.

WHAT’S NEXT?

It remains to be seen just how lasting this current trend of muscle car madness truly is.  On the one hand, with the current wave of Baby Boomers locked out of the collectible antique market due to the soaring prices of 60’s and 70’s high performance vehicles, the introduction of so many different retro-inspired, affordable options is clearly enticing.  Not only that, but these new versions of older classics outperform their predecessors in almost every possible category.  They are on the whole faster, considerably more comfortable to drive, and much safer thanks to modern technologies such as airbags and anti-lock brakes – a far cry from the 4-wheel drum brakes of generations past.  They also benefit from full warranties and great reliability, two items always missing from a collectible muscle car.

On the other hand, there are some dark clouds looming on the horizon for these V8 powered hot rods.  One of the most obvious of these is the price of gasoline.  While modern muscle cars see fuel economy that is beyond the wildest imaginations of 1960’s car designers, the fact of the matter is that when compared to some of their smaller displacement stable mates, the Mustangs and Challengers of the world are fairly thirsty vehicles.  For now, it would seem that buyers are content to pay a premium for the privilege of driving such spectacular, beautiful machines, but as with all things there will be a price point reached where the benefits will be outweigh by the costs – similar in some ways to the current market situation regarding sport-utility vehicles and full-size pickup trucks.

The preservation through imitation of American heavy metal has been one of the most exciting stories for domestic automakers since the year 2000.  What was once was old is now definitely new again – although it is also at the same time just as old, and that is the point.  A great number of the people who are purchasing these vehicles are doing so to relive a part of their youth that they may not have been able to afford the first time around.  With these dreams now in reach, they can finally step into the driver’s seat and have 400 ponies respond to the whims of their right foot.  However, by bringing these classic designs to the forefront, car companies are allowing a whole new generation of drivers to connect with the excitement and history of American automobiles, and for an industry which has been weathering some fairly grim times, this provides a spark of hope for the future.  Through showing the youth of today that it can once again be cool to drive a Ford, Dodge or Chevrolet, modern muscle car re-interpretations are providing a valuable link between the past and what is to come for domestic automakers.

While the vehicle was a big hit with automotive journalists, buyers were put off not so much by the vehicle’s styling but by the high price that didn’t seem to take into account the vehicle’s average performance.  The original Thunderbird had not been a fast car, but it had been fun to drive, a direct contrast to the more luxury and comfort oriented new edition.  The vehicle was quietly put out to pasture in 2005 after a limited run of just four model years when sales did not meet expectations.

While the vehicle itself had good performance numbers, especially with a 400 horsepower model, and attractive pricing, fans of the original 60’s icon were turned off by the bland styling.  Pontiac made a last ditch attempt to improve the car’s appearance by adding hood scoops and a more aggressive front fascia, but time had run out for the resurrected icon. In the end, the car still more closely resembled a European family sedan than a muscle machine, and production was cancelled.

ROUND TWO FOR FORD

One would think that with the lessons learned from the personal experience of the Thunderbird combined with the fresh example of the GTO, Ford would be doubly hesitant to risk messing with the DNA of another respected vehicle.  However, not only did they make a second attempt at re-visiting past glory, they did it with one of the most popular cars of all time – the Ford Mustang. 

The 2005 Ford Mustang was a bold, aggressive design that used elements from the mid to late 60’s edition of the original pony car while preserving a modern touch that added to the vehicle’s graceful proportions.  The car more than built upon the foundation already laid by the decision in 1994 to bring the car’s styling in line with some of the elements that had made the initial model so popular 30 years previous, such as returning a pony to the grille and avoiding the more futuristic lines that eventually found their way onto the Ford Probe. 

Perhaps most importantly, this time Ford had decided to include a fire-breathing 300 horsepower V8 that also generated 330 lb-ft of torque, making the Mustang not only a looker, but also the quickest standard production version of the car in decades.  Ford even decided to make a more explicit nod to the Mustang’s famous past by creating a new Bullit edition of the vehicle in tribute to the original fastback which was driven by Steve McQueen in one of cinema’s most famous car chases.

The Mustang was met with enthusiasm and excitement by both fans of the brand and new buyers, helped in part by the fact that even when equipped with the base V6 engine, the Mustang was still fun and quick.  It had taken a few tries to get things right, but by now both General Motors and Chrysler were given a virtual blueprint for the proper introduction of a retro-based platform:  revive a muscle car name, inject the original design with steroids (both visually and under the hood), and watch the money roll in.

NEXT UP: CHEVY

Chevrolet almost immediately announced that they were working on a new version of the Camaro, their performance car for the masses which had been abandoned near the turn of the millennium due to poor sales.  The original vehicle chosen to be mimicked was the 1969 model, which had grown to have huge cult appeal in the Chevrolet community over the intervening 35 year period. 

The prototypes rolled out by the car company at international auto shows appeared to have all of the right moves – belligerent lines and a macho appearance that built upon the powerful look of the target period’s sheet metal, combined with a range of serious engine options.  However, internal difficulties at General Motors stalled the Camaro program, and the vehicle was not slated for release until early 2009.  Not only did this give the Mustang essentially an unfettered 4 year head start, it also allowed Dodge to introduce its own reproduction muscle car – the Challenger – which was brought to market with much greater speed. 

By Michael Weisenmiller   Thu, Oct 23, 2008

Life is art, and the whether the art is Leonardo Da Vinci’s Mona Lisa or his flying machine that broke all the barriers of modern innovative science at the time, the automobile is most definitely art in its most rich and pure form. When most of us think of art, we think of famous historical paintings such as Vincent Van Gogh’s self portrait or maybe The Scream, painted by Edward Munch. Be assured that Michelangelo’s sculpture of David and Botticelli’s The Birth of Venus are amazing works of art, but if you’ve ever picked up a flipped through a DuPont Registry Catalogue, you’ll understand when I say that the automobile holds an entirely different type of beauty all its own.

It all started in 1672, when a member of a Jesuit mission in China named Ferdinand Verbiest created the first steam-powered vehicle which was of small scale and originally designed as a toy for the Chinese Emperor that wasn’t able to carry a driver or passenger. In 1769, a man by the name of Nicholas-Joseph Cugnot built a self-propelled mechanical vehicle by adapting an existing three-wheeled horse-drawn vehicle. In 1885 a man named Karl Benz (as in Mercedes Benz) built the first four-stroke cycle gasoline engine powered automobile at his home in Mannheim, Germany. Last but certainly not least, in 1914 a brilliant man named Henry Ford expanded the business of automobiles by building the first affordable American automobile as we know it today and utilized the new innovation of the assembly line to generate beautiful vehicles like the Model T and distribute them to the entire nation for their enjoyment. Since before the free world was even formed, the automobile has been with us as a symbol of class and respect.

The very first blue print of the very first automobile ever can very well be considered the first automobile art ever composed. Yes, it was created by inventors and scientists and maybe jotted down on a napkin or some random piece of scratch paper they had lying around the workshop. Yet, to these people who put their minds together to bring into the world this masterpiece, it was probably the most beautiful thing they’d ever seen. Inventors like Da Vinci and Michelangelo had a keen eye for all things of wonder, and I believe that if they saw a simple photograph of even the most basic of cars today, they would burst into tears and weep with utter joy. There is no doubt that many of us in all walks of life take many things for granted, but then, there are those who know a great thing when they see it. Automobile fans all over the world have taken great pride in the classics as well as the cutting edge technology of the business, and the art world is exactly the same in many respects. If a Jackson Pollock painting is found in an old dusty attic one of these days, it will be treated as though it were solid gold by anyone who would recognize what it truly was, and at the same time if a 1930 Rolls Royce Phantom II was suddenly discovered in an old barn, well, you get the idea.

Since the beginning Automobile art has been the pride of modern engineering, and actually still is. With all the world rotating around their affordable family vehicle to carry out their daily activities from ferrying their children to obtain education to carrying themselves to their career of choice to keep the economy in our society moving in a positive direction. The world is depending on these same types of inventors who gave the modern car to them, to solve the energy problems that we are facing. To build a vehicle that operates by burning gasoline is one thing, but now to run on an energy cell or rechargeable battery, or even free energy personal transportation all together will be the new technology that changes the world and lifts us all into the next phase of planetary evolution. Automobile art will always be there for the ride, pardon the pun. Since the beginning of the free market and advertising, the art of selling the automobile has directly utilized the art of a beautifully crafted and innovative machine of machines.

Even today, whether its ads in magazines or television commercials the subject on people’s mind and in their thoughts seems to always be the latest technology placed in the latest cars futuristic cars, or maybe the older classic cars that have been converted into a new classic looking variation of the old version with the technologically new twist. The automobile has also become a necessity within our militaries and our medical response units, and the basic transportation of all things, nationally and internationally. The automobiles were in many ways the first working United Nations, with many different vehicles being credited to many different countries such as the beautiful works of Germany and their Mercedes Benz or the Italian Ferrari’s or maybe the fuel efficient and economical Japanese Honda’s and Toyota’s, or my personal favorite, the American muscle that is the Ford Mustang.

These days, Automobile art can be found anywhere and everywhere, all you have to do is turn on the television to any channel or flip on the radio to any station and even to pick up and open any magazine would present you with an advertisement with a beautiful vehicle being shown to you in the hopes or making you salivate and want this work of art with every fiber of your being. Where do these multi-billion dollar automobile manufacturers get these wonderful works of art? Well you can get automobile art at any art gallery having already been placed in a frame and ready to take home and mount on the wall of your new recreational room just above your pool table next to the one with the dogs playing poker. Yet, if you’d like to really find quality and discover what true automobile art really is, there are places that will accommodate you.

Automotive art can come in almost any form such as car memorabilia that can cover all different types of racing including NASCAR, Formula 1, Rally Cross, and many more. Mural sized photographs and paintings can be a stunning presentation that can add beauty and style to anyone’s home, business, or office environment. Most artists will deal with specific commissioned, commercial and editorial automotive art as well, hence the advertising niche they have developed for themselves. There are many different types of automobile art, and you can generally find them in any art gallery and exhibition or more predominantly you may find them online through many websites that have upgraded and expanded their audience to circumference the entire planet from Washington to Warsaw.

Michael Goettner became a professional automotive artist after retiring from the United States Air Force as an F16 fighter pilot. He has composed works of art for famous names such as Carroll Shelby and the Lamborghini Family, and his work can range in prices from $15.00 to $2,250.00 (US) and incorporate still life paintings as well as art that depicts the high speed motion and pursuit of the competitive races. While the artwork is quite exceptional, there are no downsides, only points of perspective as to what exactly you’re searching for. The art work of Goettner Illustrations encompasses more of a classic style and lacks a certain new age charisma. In other words, the pieces being commissioned and generated from this gallery probably won’t excel when visually describing modern Japanese or the technologically advanced automotives of today, but more so has a certain Norman Rockwell feel to it, but that once again is of personal preference. Whatever you’re in the mood for, be assured that you’ll find genius with Goettner Illustrations.

Goettner Location: 4810 Parklands - Sylvania, Ohio, USA 43560

Phone: (419) 885-2461

Fax: (419) 882-1784

Website: www.goettner.com

E-Mail: art@goettner.com 

If you’re looking for automobile memorabilia more so than paintings and photographs themselves then the place to visit would most definitely be ArteAuto, which is more of a catalogue/online auction warehouse and more of an eBay of sorts. It’s actually self proclaimed as the largest online auction and online shopping site for Automobile art. You’ll find all kinds of remarkable items for purchase such as vintage photographs, paintings, posters, sculptures, mascots, models, and literature dating back to the 17^th century and enveloping over 3 centuries of all different types of automotive art. It’s certainly a wonderful place to check out for yourself, and even a slight glimpse of what they have to offer you is highly recommended. They may not have state of the art equipment for sale but they will most absolutely have a wonderful stock of the classics that will make the hair on any true auto enthusiasts arm stand up with excitement.

Gallery Name: ArteAuto Location: 176 KC 433 - Harper, Texas, USA 78631

Phone: (830) 864-5040

Fax: (830) 864-5078&

Website: www.arteauto.com

E-Mail: info@arteauto.com    

The creation and ongoing production and development of automobiles is an art unto itself, they have always and will always be linked together as one mechanism. Without design, there can be no creation. Without art, there would be no automobile.

By Dominique Lewis   Thu, Oct 23, 2008

There are a great number of race tracks in America. Many fans visit these speedways to experience the thrill of racing, the adrenaline rush of high speed, and the sense of danger and excitement. Most race tracks offer great membership benefits for private car owners to experience these thrills. While race tracks offer club benefits, there are also more exclusive race clubs in America. Private race clubs provide each member with the privilege of driving without a huge crowd. Members also have the option of using their very own private course. Professional instructors are also available, if needed.  You can purchase club membership at venues such as High Rock Raceway, Alpine Motorsports, Lime Rock Park, and The Drive and Race Club. The following is a list of great memberships that are available at race tracks and private clubs across the country.

CO:

Genoa Motorsports Park

www.genoamotorsports.com

Genoa, Colorado                            

Preferred Membership

Initiation Fees: $35,000

Annual Dues: $3,000

Access: unlimited track time; facilities; family member access; guest track and driving privileges

Individual Membership:

Initiation Fees: $17,500

Annual Dues: $4,200

Access: unlimited track time; facilities; guest track and driving privileges

CT:

Lime Rock Park

Lakeville, Connecticut

www.limerock.com

Membership Fee: $100,000

Annual Dues: $5,000

One-time State Tax Fee: $10,000

Access: 20 days of racing for the next 50 years

IL:

Autobahn Country Club

www.autobahncountryclub.net

Joliet, Illinois

Country Club Membership

Initiation fee: $35,000

Annual Dues: $3,000

Access: unlimited daily track time; clubhouse; karting circuit; access for immediate family members; reciprocal membership to Joliet Country Club (golf).

Corporate Membership (available for four designated members from one company)

Initiation fee: $112,000

Annual Dues: $12,000

Access: Country Club Membership benefits plus 24 additional annual guest driving passes

NJ:

New Jersey Motorsports Park

Millville, NJ

www.njmotorsportspark.com

Lifetime membership initiation fee: $15,000

Annual dues: $2,400

Annual dues include the option to upgrade to a lifetime membership at the end of the year.

Monticello Motor Club

Monticello, New York

www.monticellomotorclub.com

Initiation fee: $125,000

Monthly Dues: $7,500

Limited National Membership: $75,000

Access: up to 200 days of annual track usage; high-performance car rentals; unlimited access for immediate family members

NC:

High Rock Raceway

www.racehighrock.com

Spencer, NC

Individual Membership

Membership Fee: $25,000

Annual Fee: $3,000

Corporate Membership

Membership Fee: $35,000

Annual Fee: $4,000

Each membership includes exclusive use of raceway on 60 pre-reserved dates each year

NV:

Club Spring Mountain

www.springmountainmotorsports.com

Pahrump, Nevada

Corporate Membership (for four individuals)

One-time Initiation Fee: $100,000

Monthly Dues: $500

Day use Fee: $60 (per driver)

Additional Benefit: up to 50 guests per month

Charter membership

One-time Initiation Fee: $35,000

Monthly Dues: $125

Day use fee: $60 (per driver)

Additional Benefit: up to 20 guests per month

Classic Membership

One-time Initiation Fee: $7,500

Monthly Dues: $150

Day use fee: $60 (per driver)

Additional Benefits: 5 guests per month riding as passengers, 1 guest per month driving non-member cars

Each Membership includes up to 16 days of track time with 3 weekends per month.

PA:

Alpine Motorsports Club

www.alpinesignature.com

Monroe Country, Pennsylvania

One-time Membership Fee: $4,000 ($500 payable with initial reservation)

One-time Deposit: $40,000

Annual Dues: $5,000

Access: unlimited driving time; clubhouse; recreational facilities

TX:

Eagles Canyon Raceway

www.eaglescanyon.com

Decatur, Texas

Private Membership

One-time Fee: $5,000 (plus tax)

Monthly Dues: $250 (plus tax)

Access: race track use; 20 weekends per year; up to 12 guest passes per year; free access for family members to attend events.

Individual Membership

One-time Fee: $3,250 (plus tax)

Monthly Dues: $190 (plus tax)

Access: race track use; 15 weekends per year; up to 6 guest passes per year; free access for individual to attend all events.

Motorsport Ranch

www.motorsportranch.com

Cresson, Texas

Initiation Fee: $3,400 plus tax

Monthly Dues: $90

Session Fee: $20 per half-hour session

Access: race course usage; professional car maintenance; clubhouse; skid pad

Upcoming Private Race Clubs

Upcoming private race clubs typically offer reasonable pre-construction membership fees. With the attempt to provide racers with a more exclusive race experience, there are quite a few private clubs in development. The following is a list of private clubs that are under construction

EAST:

The Drive and Race Club

Monticello, New York

http://www.driveandrace.com

Membership is Limited

Access: unlimited use of course on weekends; unlimited use of Main Circuit on four weekdays.

Victory Lane

Near Savannah, Georgia

www.unlimitedspeed.net

Lots: Start at $675,000

Monthly Fees: $2,590

Access: 4.5 mile race course use; recreational lakes; resort amenities; residential lots.

WEST:

Bergrennenring

Blanco County, Texas

www.bergrennenring.com

One-time Membership Fee: $25,000 (Membership is limited.)

Monthly Fee: $295

Access: road course use; driver clinics and special events; resort amenities; private clubhouse; car storage; trackside residential development opportunities.

KCI Motorsports Park

Kansas City, Missouri

www.kcimotorsportspark.com

Memberships: Start at $35,000

Annual Dues: $6,000

Mon, Nov 10, 2008

Everyone loves the 911 or at least those who have ever owned, driven or even seen one. They have certain uniqueness to them that few other cars have. I mean, if you trace it back, Hitler had a say in its design, something that has not really changed today. The interior is typical of a Porsche; thin leather so you can feel just how many inches you and your rear end are from becoming Fred Flintstone, the bare essential gauges, little wing mirrors and of course a rear seat that couldn’t hold more than a sack of spuds. I mean, it has its flaws; most have air-cooled engines, the engine is hanging out over the back, it borrowed much of its design from the VW beetle (just look at those headlights!) In addition, during the 70s and 80s it barely changed. However, millions of owners just like Gary Palmer continue to enjoy theirs everyday.

I asked Gary which Porsche 911 he has and why that one? “I have an ‘85 standard 911, I wish I could say that I bought it to stay true to being a pure 911 owner but at the time I simply couldn’t afford a brand new Carrera or something like that”. Gary bought his ‘85 in 1996 the minute he graduated from university “I remember getting my first pay check and immediately looking through the classified sections” he recalled.

However, like millions of others the Porsche 911 was not his first choice. This was mainly because since its launch the 911 has had competition of some sort. When it first entered the market in 1963, the infamous Jaguar E-Type went head to head with the Porsche, however, luckily for the Germans the Jaguar team failed to bring anything new to the table and eventually lost. That said the two manufacturers have always been up against one another in the market with their future releases.

When I asked Gary to tell me more about his car, it was like opening a floodgate. “Once you have one you just immediately fall in love with it. My car has had its problems. In 1999 I think it was, I had to pay 400 bucks to have a problem with the electronics sorted out and another 200 a few years later to have rust on the rear arches fixed up”. This can be a bi of a problem on some of the old Porsches however most seem to avoid this faith. “The drive is like no other. When you turn you can really feel that rear-end pulling itself along after you and the grunt when you accelerate on the freeway is brilliant!”

That ‘rear-end pulling itself along’ Gary talked about above was actually a huge design flaw on the behalf of the boys over at Porsche. When you are driving in a straight line it works like a charm by giving you extra traction on the rear wheels, but as soon as you turn the wheel just a degree or two the engine swings out sideways and can cause you to spin. This is basic physics and should never have been the case in such a sports car. However, I suppose that is what you get when you borrow your designs plans from a VW Beetle. “I have never had many problems with this myself, but a friend of mine has told me a few stories of people suddenly flying off the track at a corner or spining when over taking on track-days.” Gary told me.

Since their release, the Porsche 911 has been chopped and changed to suit specific needs. Some for rallying, others circuit racing, others hill climbs. I could name dozens of ways that pros and amateurs have changed them around. When I asked Gary if he had modified his, it was like asking J.K. Rowling the ending to her next Harry Potter book.

“Absoloutly not! I would not know the first thing about doing it. Anyways, I kind-of like them the way they are. Sure, you can make them faster and more modern by dropping the suspension and putting CPUs and all that all over the place. But for me, all that kind of stuff takes away from the real Porsche aspect”.

While we were on the topic of racing and track days I decided to enquire as to whether he had taken his pride & joy out onto the track yet. “Personally, no. But I have let my older brother John take her out a few times with me standing there biting my nails. For the most part I use it to get to and from work while having fun but maybe in the future I wouldn’t mind taking it out every once and a while”. I was surprised by that, I have to say. Most people who own a Porsche 911 with a few years on it would have taken it out on the track at lease once or twice. Personally I think it’s a shame when you have a car like a Porsche 911 sitting on the front driveway. At least it had seen the right side of a racing barrier however, in Gary’s brother’s hands. Some birds just are not meant to be caged.

In terms of racing history, the Porsche 911 has had quite a colorful past. When it launched in 1963, it won loads of events and this won it the publicity that made all those sales. Some of the events included the Targa Florio, Daytona, Nurburgring and Le Mans 24 hours. These victories were applied to the age-old formula of track success = showroom success. From a racing track to an Autobahn, the 911 became a popular sight. “I never really knew much about the Porsche when I bought it” Gary admitted “but when you buy one, you are buying into a community that demands you be a part of it. Clubs, owner organizations and events are a few things that you become members of overnight.”

I then asked Gary what he thought of the newer models. “They are lovely, aren’t they? Porsche have not ruined a classic as many others have. They have kept it just they way we all like it’. This has always been a struggle for all manufacturers. The constant conundrum that runs thought he heads of the porsche team about whether a style of car will still be stylish this time next year and if they aboutto be accused of neglecting a particular model like Porsche were during the 70s and 80s concerning the 911. However, Gary was right on that one. If you change the Porsche’s looks, it would simply become unrecognizable among the crowd and the whole idea would fail. The same applies to a few other well-known classics like the Ford Mustang; you can make it modern but you must keep the car’s roots and recognizable good looks.

My final question to Gary was "Do you think you will ever sell your 911?" The only answer he could give me was “I really do not know". I mean every car has its age limit but I have had my 911 for over twelve years now and cannot imagine driving to work in anything else. Eventually the day will come when it is time to get a new car. But I think that day will only come when the 911 just won’t budge anymore!”

So there you are. A 911 owner who loves his car just as much as everyone else loves the, a lot! As for the 911 of today, I cannot see Porsche stopping production on it within the next ten years, maybe even twenty. Not only would they be loosing one of their flagship cars but they would also be losing a hell of a lot of business because demand for 911s has never been higher.

Thu, Nov 06, 2008

This is the story about my friend George. He had an amazing life, filled with incredible adventures and amazing cars. He was a treasure hunter, machinist and professional car guy. This is a compilation of some of his, true car tales.

George Hosford was born in Sedalia MO  in 1940. He caught the car bug when his older brother Bud came home from the Merchant Marines with a 1938 Packard 8 Convertible. It was yellow with pink fenders and the girls just loved it.

Bud's was a fast car, but their father soon purchased a 1938 Studebaker President for their mother. It was in pristine shape, with hardly any miles. Given the metal drives of WWII, it was something of a rarity to find such a large luxury car in that shape. Bud took the train to Kansas City to pick up the family's new car. Upon returning, finally admitted that mother's car was quite a bit faster than his almighty Packard. This suited their mother just fine. 

Shortly after, George's father gave him a 1940 International pickup. He had his first car at the age of 12, and was the envy of all his friends. His truck came in handy around the family farm and on the weekends, he would haul hay with it for the neighbors. Being a budding entrepenur, he hired several young friends to bail the hay for him, paying them $.01 a bail. He would then charge the farmers $.05 a bail, delivered.

On one occasion, his father got the International stuck at the bottom of a steep hill while trying to haul a truckload of gravel up from the creek. He had George fetch their Farmall tractor to pull the truck up the hill. But the tractor got stuck as well. Out of options, brother Bud chained the tractor to the Studebaker, expecting it to get stuck along with the other two vehicles. But the President's huge straight 8 easily pulled the tractor, and the truck (still chained together) up the hill and onto level ground. It didn't spin a wheel once. George's mother wasn't too happy when she found out that they'd used her car as a tow truck.

Several years later, the family's Studebaker was traded for a 1950 Plymouth coupe, which George quickly broke coming home from a fishing trip. He had managed to knock a hole in the oil pan and blew the motor. Needless to say, his father was really mad. George was only 16 at the time and didn't have a job. But his father insisted that he come up with a way to have the Plymouth's motor rebuilt. So reluctantly, he traded his prize winning Jersey cow to his uncle Bob in exchange for the rebuild.

Luckily, his uncle Bob was an ace mechanic and to help George appease his father, he rebuilt the engine for him. Uncle Bob even added bigger jets to the Plymouth's carburetor (the kit came from the Sears Roebuck catalog) and shaved the heads because George kept pleading with him to make the car faster. But they never told George's father about the modifications, as this was the car that he drove back and forth to school.

Now, in 1949, there was a flood in nearby Springfield. The local Ford dealers had just gotten their shipment of 1950 Ford V8 sedans, and they were all lost to the flood. These cars were then snapped up by local mechanics, refurbished and sold at a steep discount.

So there were a lot of 1950 Ford V8's in Sedalia at the time, and they were the fastest thing around. In fact, many of George's classmates had one, and drag races were common. Once uncle Bob had finished rebuilding the Plymouth, George decided to see just how fast it was. So one day after school, he lined up next to one of his classmate's '50 Fords...and the Plymouth blew his doors off. He quickly beat all the fast cars in town and his dad had the fastest car in Sedalia, though he never knew it.

George loved machinery and upon graduating, he joined the Navy. After his tour aboard the USS Sampson as a machinist, he returned to Missouri with his 1956 Porsche 356. It was a white cabriolet and "it'd do 110 all day long". 

Life in the small town of Sedalia didn't quite suit George, so he took took a job as a salesman at the Jaguar dealership in Kansas City Mo. He had access to the dealership's trade ins and soon paid $800 for a 1956 Mercedes 300C which had served in the diplomatic corps in Europe. The car was black with red leather and like his brother's Packard, the girls loved it.

It was a useful car too. On one occasion, he volunteered to go to the junk yard and retrieve an engine for one of his buddy's. They loaded the engine into the Mercedes' huge trunk and the car immediately sagged to the ground. His buddy's laughed and said that there was no way they'd be able to drive back to Kansas City with the engine in the trunk. George laughed and simply turned the car on. To everyone's amazement, the big Benz' hydraulic suspension leveled the car out in less than a minute.

George bought another trade shortly after, a 1962 Alfa Romeo Giulietta Spyder. He used the little roadster to race in the local SCCA events, attracting business for the Jaguar dealership. Jaguar had just introduced its new E-Type, and George was able to talk many of the local SCCA members into buying one.

One such customer was a mobile home salesman that used a Cessna to fly back and forth to see his clients in nearby Oklahoma. At George's insistence, he drove one of the new E-Types and needless to say, he bought one. Soon after, the man sold his airplane, because he discovered that he could make better time to Oklahoma driving the Jag.

The Cessna, he explained, had a top speed of 100mph, while the Jag could easily cruise at 120mph. On the straight, level Midwest highways, he would just wind the Jag up to 120mph and go. Plus he didn't have to worry about weather conditions anymore.

The Jaguar dealer that George worked for also had a Chrysler/Dodge franchise and had begun selling Simca's. The little French Chrysler product wasn't selling too well, so they asked George to push the cars at the SCCA events. George hated the idea, until he noticed that the rear-engined Simca 1000 had a very useful feature. The front-mounted trunk was water-tight, plus it had a drain plug at the bottom. "Hmm, this would make a perfect beer cooler" he recalled. "So I'd load it up with Budweiser and ice and when I got there, I'd just pop the trunk and stand there handing out free beer. I sold more of those things in a month than the dealership had in a year". "These guys (SCCA club members) were doctors and lawyers, all I'd have to do is get em' drunk and they'd buy one for their wife or girlfriend".

The top salesman for the month was allowed to either pick out a demonstrator from the lot, or order a new one with the options that they wanted. George had been a top salesman for so long that he was getting tired of his Jaguar MkII demonstrator. So after setting a sales record with the Simca's, the owner instructed George to order a new demonstrator.

Instead of getting another Jag, he walked across the street to the Chrysler/Dodge store and ordered a brand new, '67 Dodge Coronet with a 383ci V8 and a 'four on the floor'. He didn't want A/C, a radio or anything else on it. About a month later, the stripped down car arrived with just 4 miles on the clock. After work, George picked up a case of beer and since it was Friday night, he headed for the local drag strip. Sponsored races ran until midnight, then the owner would let anyone race for as long as they wanted for only a dollar.

George only lost once that night, to a father and son team driving a T-Bucket "with a really big engine". "They were hillbillies man, straight from the mountains. But they beat my ass". When George returned to work the next day, the Coronet had over 200 miles on the clock. And they all came from the drag strip. "You weren't supposed to race your demonstrator, but I got away with it. I wound up selling that car to a guy that'd seen me race it that night".

Some years later, after a bad marriage, George decided to sell everything and move to the Florida Keys. Once there, he bought a boat and got into the treasure hunting business. Working with a crew of divers off the coast of Islamorada, FL they found the San Jose Las Animas buried in 30 feet of water. She was part of the Spanish Galleon named after Saint Joseph in August 1732. The ship was loaded with porcelain, and a treasure of silver pesos, gold and jewels.

They had been working the wreck for some time, but little treasure had been found. So one day, George swam off from the other divers and using the air hose, he blew away the sand from a pile of timber. Under the sand was what they'd been looking for; tens of millions of dollars worth of Spanish gold and un-cut emeralds. This gold had been taken from Inca temples, melted down and made into jewelry, religious objects and finger bars. The treasure was headed back to Spain, when the Galleon was lost to a hurricane in 1732. Some of these treasures are still on display at museums around Florida.

George retired to Dublin, Georgia to be near his youngest son Josh. But he never lost his taste for fine cars.

George always had to have a project, so he asked me to find him a Diesel Mercedes that "needed work". Being a classic car broker, I can usually find anything, but a rough Mercedes Diesel is hard to find. After several months of searching, I found him a 1979 Mercedes 300D and as requested, it was rough. Very rough.

The car had probably 500k miles, and more issues than you could shake a stick at. But George wanted it, so I got the seller to agree to take $600 cash, and George's Fiat 1000 Spyder. Over the next several years, he re-did the suspension, and fixed most of the mechanical issues. The "ole Merc" served him well until his death in '08.

His son Josh now has the car and is in the process of restoring it. He plans to paint the car Canary Yellow, as this was the only color that George could see being color-blind. One of my favorite things to do was sitting at George's, sipping a rum and Pepsi, and listening to his stories. He had an amazing life and I'm glad that I was able to be a part of it.

Mon, Nov 10, 2008

I knew it was true love the first time I laid eyes on her in that field.  Even from a distance, I could tell she was really something special, like nothing I'd ever seen before.  Her open, inviting features, and all of her beautifully rounded curves -- I was hooked.  Her name was Minnie, and although she had certainly seen better days, you couldn't have convinced my eight year old self of that.  All I could see was her potential, and how stunning she could be with just a bit of loving care. 

Minnie was a 1951 Studebaker Commander Starlight Coupe, and restoring her was my stepfather's project the summer I was eight years old.  We spend long hours together sanding the rusty spots off of that car.  It was on Minnie's widely curved flanks that I learned how to use body filler correctly, and learned about the troubles that can result from taking short cuts on doing things the right way.  Minnie taught me some incredibly basic but valuable lessons:  if you put your tools back where you got them, you'll always know where that socket is next time you need it; paint sticks best when you take the extra time to make sure your surface is clean, dust free and dry; and sometimes it is more important to go "original" than to do it just your way.  Minnie also taught me how much I love working with my hands, being tired and dirty, but seeing something tangible of which I can be proud at the end of the day.

Once she was clean, straight and rust free once again, it was time to give Minnie her new paint job.  I can remember afternoons spent on a stool sitting at the counter of our local parts store, looking at paint books in anticipation of ordering the paint for Minnie.  I didn't just want to look at Studebaker colors; I just couldn't see then sense in limiting the range of possibilities.  I picked out incredible color after color that I would have loved to have seen Minnie wearing around town. Liberty Blue from Pontiac's 1969 color chart would have looked sharp, or maybe even the "notice me" flash of color of Ford's Candy Apple Red -- I just wanted her to look sharp.  When I was told no, we were definitely going to paint Minnie an original 1951 Studebaker color, I was disappointed.  The colors on that page just didn't have the "pop" of the colors from just a few years later, but arguing was useless.  She was to be painted an original color.  After looking all the colors over, I decided on Maui Blue.  I couldn't wait to see her, with her cool blue exterior and light gray interior.  But alas, it was not to be; I was overruled, and Minnie was painted Shenandoah Green.  I never quite got over it.

I do not know that everyone has a defining moment like mine, a point in time that they can pinpoint as the moment a passion was ignited.  I lost my heart all those years ago to a beautiful older gal with generous curves, and although she certainly has not been my last love affair of that kind, Minnie will always have a spot deep in my soul as one of my first loves.

Tue, Nov 18, 2008

If anyone had told me I would ever own a 1960 Bonneville, I would have told them they were crazy.  Don't get me wrong, I like the so-called "boats". And I'm a Pontiac fan first and foremost, since I bought my first car, a 1969 GTO, when I was 16. And it's not that I did not like the '60 Bonne's beautiful styling and great performance, either. It was just never on my personal Top 10 list (like, for instance, a 1958 is). 

 So, in January of 2004 when I came across a nondescript ad in a small town free newspaper that read: “Pontiac Bonnevile 1960 Sport Coupe, black, one owner, excellent condition”, I did not call right away.

As a matter of fact, almost a month went by before I called Mr. Charles E. Miller about his car for sale.  Something kept telling me, “find out about this car”.  When Mr. Miller answered the phone, I found out the Bonneville was indeed still for sale. I asked when it was last repainted and he quickly responded with a curt, “never”.  That's when I became very interested.  Answers to the next several questions yielded the history of this possible diamond in the rough.

Way back in February of 1960, with gas under two bits a gallon and Eisenhower beginning his final year in the White House, Mr. Miller drove his 1956 two-door Ford Victoria into the Renn Pontiac dealership in Frederick, MD. His mission? To check out the "all new" 1960 Pontiacs.  He came across a sharp, nearly new, black 1960 Bonneville Sport Coupe.  Turns out the car was a demonstrator and was used by the dealer himself. Options included power steering, brakes and antenna.  There were a few other “group options” that made the car easier to get along with.  Soon a deal was struck. The Ford stayed as the Pontiac was happily driven home.

Once home, the Bonneville was treasured and very well taken care of. After a few short years the car became garage-stored and another vehicle was purchased for use as primary transportation.  Since Mr. Miller worked nights at the railroad, the Bonneville did not see long, hot days exposed to paint-damaging sunlight in the company parking lot.  Soon, the Pontiac became used mainly for recreational cruising with one of the then-new CB radios that became available to the public.  During the installation of the CB, thankfully, there were no permanent holes drilled in the trunk lid or quarter panels.  Likewise, under the instrument panel, modifications were kept to a minimum. 

As the years passed, the car was used less and less.  By 1974 the Bonneville had accumulated just 77,000 miles.  Mr. Miller decided it to trade the car in for new Pontiac Bonneville.   He was shocked that the dealer made him such a low offer on a trade-in for his well cared-for, near mint vehicle.  Shock slowly gave way to anger as the trip home ensued.  Mr. Miller would never own another Pontiac nor drive his on the road again. (A lesson for today's dealers, perhaps?) His son, born in 1976, would never have the pleasure of a drive with dad in the big black beauty. 

For almost the next 30 years, the Bonneville was washed and started semi-annually, but never driven on a public road.  As Mr. Miller's health deteriorated over the ensuing decades, the car’s care began to suffer.  Due to moisture and time, ugly green mold had taken residence on all exterior chrome.  The exterior paint had a 1/16 inch of dust on it, a tire went flat, and the exhaust system rusted to the ground.  Inside, an unknown film had formed on all the beautiful chrome and windows.  (One could hardly see inside the car!)  The battery failed from non use.  Even the water pump began to leak steadily on the floor due to a worn seal.

Overall, not a pretty picture. Especially when trying to find a buyer!

At first glance, the Bonneville’s appearance was awful.  I figured out that all previous prospective buyers compared the condition to the asking price and promptly left, thinking it was overvalued.  (Mr. Miller apparently got very grumpy over some of the offers.)  It appeared the car would never leave the garage, despite some price softening afterwards.

Yet when I first saw the car on a wet, January day, I was still impressed with the straight body, lack of rust and remarkably preserved interior. Even the original red floor mats were still in place!   Damage from the sun was minimal.  Within about 30 seconds, my heart began to pound and my brain began to shout, “buy this car” within my head.  I wanted to examine it some more, but I could see Charles was not walking well in the cold.  Like a proud, overprotective poppa meeting with prospective suitors for his daughter, he was not interested in having me look at his car without him watching over it.  I asked if we could go inside and chat. 

 Once in the warmth of his house, both of us sat at the kitchen table.  I offered him a price range I thought the car was worth IF it ran as he said it did.  Mr. Miller immediately picked the highest dollar amount and said it was lowest he was going to go.  “The car can stay in the garage” he piped out loud.  Despite feeling I may be paying way too much for a car I could not drive, I agreed and left a small deposit.  Once we had the flat tire repaired and the car was running, I would come back for a second and final look.

Within three weeks, I received a call saying the car was up and running, ready for me to complete the sale.  This time, it was a bright sunny February day as I pulled into the driveway, to see the car just outside of the garage for the first time in weeks.  The site was amazing. Despite dirt and grime, the sport couple body style looked so sharp in black.  I had a damp sponge and towel with me.  Almost apprehensively, I began to wipe away the decades-worth of dust over several areas to check for any imperfections and thin, worn paint.  After clearing about six spots, Mr. Miller blurted out, "That car has never seen a buffer."  When I looked up curiously, he exclaimed with pride, "My hand did all the polishing." I felt better.

 Later I found out that to prevent the gasoline from deteriorating, the owner made trips to the local airport for leaded fuel.  This care kept the fuel system in top shape.  (A tip for my fellow classic car owners.) The Bonneville fired right up and sounded great for enduring such a long sleep!  But a test drive was out of the question.  “You can not find parts for it anymore” Charles argued.  All the electronics were in working order.  Considering the lack of use, I was very pleased.

Despite the lack of a test-drive, I had enough confidence to complete the sale. Payment and arrangements for transport were made.

About two weeks later my Bonneville was flat-bedded to a local shop for some brake work and an alignment.  After that, it was in my own garage for some major detailing.  It took the better part of six months to clean, buff and polish to restore its original beauty. Several mechanical items were also repaired.  A couple of Pontiac Oakland Club International members, Richard Ray and Tony Toma, provided parts and expertise that I could not have done without. (Thanks, guys.)

Unfortunately, my dream of showing Mr. Miller his car after it was finished was never achieved.  During the time I was working on the Bonneville, Charles suffered a major stroke in September of 2004.  He was unable to function and has since passed away. 

Though saddened by this, I was somewhat consoled by the fact that I had restored his precious baby to its original luster from its heyday. And of course I''ll take just as good care with it as he did, as I only drive it to an occasional show. I'd like to think Mr. Miller would be happy and contented to know his 1960 Bonne has found a happy home and is in good hands.

 So, the next time you see an old car ad that sounds too good to be true, check it out.  What may seem to be ridiculous or unrealistic may offer a pleasant surprise. You never know what kind of treasures are out there, still waiting to be found! 

Tue, Dec 16, 2008

I suppose some people would be surprised to find a woman writing an article on collector cars. I can credit my grandfather with the interest. So when my neighbor, Daniel Habershaw, tells me that he is working on a 48 year old car in his garage, I want to know more about it. We agree to meet after he gets off work.

Dan takes me into his garage. I get my first glimpse of the car he's been telling me about. Even with the front and back hoods open, I can see that this 1960 Ford Thunderbird is a beauty. The lines are still hint at the 1950s-rounded edges, a streamlined flattened fin flowing from below the windshield to tail-retro before retro became popular. It is the last of the line before car design veers into a vastly changed universe.

I ask Dan how his interest in old cars started. He tells me that he discovered the magazine stand at the grocery store when he was in first grade. He found a car magazine he especially wanted, so he asked his mom to buy it. He says, with a smile, "She told me she would buy it for me, if I raked the leaves. I raked the leaves." Dan's fascination with cars had begun.

In seventh grade Dan's neighbor gave him his first book on how to build a car. The neighbor, who knew how much Dan loved cars, had a Volkswagen. He had begun customizing it, but he was now too ill to work on the car. He promised Dan that he could have the car if he got the job done. Dan took that car apart and put it back together. Dan applied everything he could from the book. Unfortunately the man passed away, and his wife sold the car. Dan did get to keep the book however.

Dan got over his disappointment, especially after he read a book in ninth grade on how to choose a Volkswagen for restoration. Today, he is actually glad the neighbor's wife had sold the car, because it turned out that that model year was a poor year for VWs.

Now that he had some experience, and a book to tell him what to buy, he asked his parents if he could get a car. They told him to get a job. So 14 year old Dan landed his first job, bought a 1958 VW Bug at 15 and spent the next year rebuilding the engine. He got his driver's license on his 16^th birthday. Driving his custom VW to school the first time was a high moment.

In the years since Dan has continued to love tinkering with cars. He works as a mechanic by day, so it's almost surprising that he enjoys coming home to get under the hood of his current project. With the nip of winter in the air and an unheated garage, I realize just how much dedication it takes to say no to the warm house, cozy sofa and the television.

I ask Dan how he found this car. He tells me he found it on CraigsList in April of 2007. I ask him if he is restoring it. He says, "No, I am customizing it in harmony with the technology that was used back then." I discover this is Dan's passion-researching the techniques and materials that 1950s and 60s car buffs used and customizing his cars to those specs. If the technology didn't exist in 1960, he won't use it.

He starts to tell me about what he has been doing so far. The first thing he did was to change the wheels. He took off the radial tires and put bias-ply tires back on the rims. He tells me that the frame wasn't designed for the way that radial tires handle, so he actually feels safer driving the car with tire technology genuine to the time the car was built. He says, "I love to drive my cars." I must admit the wide white walls look very sharp against the black paint.

He tells me that this car came with the lowest original stance available at the time. He has lowered it even more so that the rear fenders are level with the tire rims. He smiles as he says, "The cops like to pull us over when we get the car that low, but as long as the fender isn't below the rim, it's legal." He goes on to tell me that it is a safety issue. If he ever did blow a tire, it wouldn't be good if the frame hit the ground first.

He has changed the exhaust system. He is currently working on the engine modifications. He tells me with pride in his voice that his wife, Jenifer, is helping him do the work. "She can't diagnose, but I can give her a job, and she does it." The previous owner put a large, non-stock carburetor on. He replaced it after a very expensive drive to a rally. He's gone back to one that is the same size that the engine was built for. It cut his gas usage by almost a third.

He also pulled out the air conditioning unit to save gas. He tells me that if he were restoring the car, he'd have to get it working again, because it was stock. He says with a grin, "We only need it one month of the year around here. If it gets that hot, I'll drive the car out there to the store." He tosses his thumb over his shoulder (as though the new car isn't worthy of the garage).

I point to the wing vent windows. He agrees that they work very well at funneling air into the car efficiently. "I can even talk to my wife as we drive to car shows with it open."

He points out the custom Hirohata knobs he has installed on the wing windows. These teardrop-shaped Plexiglas knobs, originally popularized by Bob Hirohata in 1952, are period correct. Dan's knobs are clear and white.

I notice that he has teardrop knobs on the radio. He tells me that the vintage radio doesn't work, but he's got it wired so he can play his MP3 player through the speakers. He plans on leaving the radio installed because it would ruin the whole interior if he pulled it out.

I comment that the upholstery looks like it is in good shape. Dan says that it has to go. The inserts are nylon velour, a fabric that didn't exist yet in 1960. He plans on redoing the entire interior seating in white vinyl. He will customize the inserts with the pin-tuck technique that was common at that time. I can see that a white interior will harmonize with the accents in the teardrops, the steering wheel trim, and the dials in the dash. The contrast will suit the black exterior.

I ask him about the vinyl top. It looks like it is in good shape, but Dan says that he's going to replace it. "This one is my wife's car. I've got my pickup, so I'm letting her choose the design on this one. She'd like black metal flake, so we're going to pull off the vinyl. It may be stock, but we're customizing it, not restoring it."

He shows me the special vintage license plate he got from the Washington DMV. "I messed up there," he says. "I got the wrong first letter. Now everyone will think this car first entered Washington in Tacoma instead of Clark County." He shrugs his shoulders. "At least I won't have to register it again as long as I live in this state." As soon as he takes the car off the blocks, he can drive it anywhere.

He shows me one last change he is going to make. He points to the chrome handles on the door. "I'm going to remove those. When I'm done, the line on the fins will be clean all the way down the side of the car." I'm a bit puzzled. I wonder how he is going to get into the car. He tells me that he's going to put a magnetic catch in the door. I ask him, "Can't anyone with a magnet get into the car then?" He laughs. "They have to know where I hid the magnet. I can put it anywhere." He assures me that this is technology from 1960.

Dan has customized too many cars to give me a count, so I ask him, "Why do you do this?" He tells me that he doesn't want to see the art of building cars disappear. Most of his car-building buddies are in retirement.

Dan tells me that this is a disappearing art, taking parts from different cars and building something of your own creation. He points to parts lined up around the garage. "That's my next project. I'm going to build a hotrod that fits the textbook definition."

I bring him back to his current project. I ask him what he plans on doing with his car once he's finished with it. He says that he's looking forward to driving it to his next car show. He says that he really doesn't care if he gets into the show. The real fun is driving there with his wife and sharing notes with all the other enthusiasts that show up.

He tells me that his goal is to get Jennifer's car ready for the upcoming Chec's Banger in the spring. "I proposed to her three years ago at the Chec's Banger. I hid the engagement ring in a tin of hair grease. She was completely surprised. So it's kind of an anniversary."

I realize my feet are very cold. It's time to find a warmer spot. Dan is looking a bit cold, too. I don't think he'll be working on his car tonight. The cozy sofa may just be too hard to resist tonight. But maybe he'll get back to work tomorrow!

Wed, Nov 12, 2008

Growing up in Phoenix, Arizona in the 70's, provided the perfect environment for the future car enthusiast; quarter-mile drags at Beeline on Friday nights and dirt-track racing at Manzanita on Saturdays. And just like most towns, cruising was always the thing to do on a Saturday night. In Phoenix, everyone who was anyone could be found cruising the legendary Central Avenue, where a guy's car could make or break his reputation. This was motivation enough to learn how to work on your own car to make it go faster and look better than the others.

Although Derek had quite the selection of cars as a young man, he always wanted a 1967 Chevy II SS. When he was 17 he managed to get one that was in fairly good shape and had some potential. In Derek's eyes however, that Chevy II was the perfect car and in his mind, he had it all planned out: the engine, the interior, even the paint color. But, being a teenager and having no money hindered his ambitions for the car and eventually he had to sell it. A sad day indeed. Derek vowed that one day he would have another 1967 Chevy II SS.

As the years went on, Derek kept hunting for his Chevy II. Family, friends, and coworkers were involved in the hunt as well. He investigated Chevy II's sitting in fields and behind old houses all over the state. But, they were either too expensive or were totally unworthy of restoration.

Derek had all but given up on finding his dream car when he got a call from a friend in 1998. There it was, abandoned and hidden in weeds and trash behind an empty home in South Phoenix. Basically a shell of a car, the 1967 Chevy II had some rust but the body was fairly straight. The motor was beyond help and the interior was non-existent. The oddest thing about the car was that the rear fenders had been flared out with at least six inches of solid bondo! Obviously an alteration carried out by a person with no respect for these classic beauties. But all-in-all, the car was a good candidate for restoration, so the hunt ended and the journey began…

The Chevy II was brought home in the summer of 1998 and sat untouched for several months. Derek would spend hours looking at the car, making plans, and reviving the aspirations he once had for “the one that got away” from him so many years ago.

Working full time, having a family, and paying the mortgage meant not having a large budget of money or time to dedicate to the restoration. It literally became a labor of love. Derek tackled each task of the restoration full force and with minimal outside help. If he didn't know how to do something, he would research it and learn how to do it. He searched auction sites every day to locate those hard to find replacement parts and never missed a swap meet.

But, it seemed as though there was always something getting in the way of finishing the car. In 2001, Derek faced career changes that put everything on hold again. At this point, the motor, transmission and rear end were installed, and new quarter panels, a hood and tons of trim parts were ready. The final body work however, required skills and equipment that Derek did not possess. But once again, money was a big factor and so the car would remain untouched for the remainder of the year.

In 2002, a friend of a friend offered to complete the body work and paint the car at a significantly reduced cost. Derek had seen this guy's work and it was good. The only catch was that the car had to be taken to his home in the desert north of Phoenix and the work would be done in his spare time. For the price however, Derek could not refuse. The car was away from home for six long months. But in the end, it was well worth it. The body work was perfection, and the paint – House of Colors, Tangelo Pearl – was meticulous. Solid - no pin striping or flames - a very clean look.

So, finally the car was getting so close. It was running good and looking even better. There were only a few things left to do before Derek could take it to the track. But, once again the project had to take a backseat.  During the car’s absence the family had purchased a new home and as we all know, a new home can take a lot of time and use up all your extra money.  

Progress was slow, but Derek managed to somehow get the car finished and finally in the summer of 2003, it was ready for the track. Family and friends all showed up for his first run which is never a drivers best but it was a long time in coming and nobody wanted to miss it. After all the blood, sweat and years Derek had invested in his Chevy II, it was very rewarding to finally drive it down the track.

These days, Derek races his Chevy II a few times a month and belongs to Arizona's Fastest Street Car Association where he consistently runs high 11's in the quarter-mile. And like most car guys, he is constantly making improvements to the car. When asked if there was anything that he didn't like about his Chevy II, Derek said, “It doesn't go fast enough!” Do they ever?

SPECS:

1967 Chevy II SS

Motor: 327, 30 over 10.5 to 1 Hypereutectic pistons, Zgap rings, Comp Cam and lifters, Millings HVoil pump,Moroso 7qt pan.Vortech heads with Crower springs and retainers, ARP studs andguide plates,Promagnum roller rockers, Edelbrock Super Victor intake, Demon 750 carb andMSD ignition system.

Transmission: 350 and a Hughes 10"3500 stall converter

Rear End: 9" Ford 28 spline, spool with 389's

Suspension: Front - stock with urethane bushings and 1" sway bar. Rear - stock mono leaf with caltracks

Tires: Rear - Mickey Thompson 235/60/15 Drag radials on Weld drag light wheels. Front - 165/15 on Weld Drag light wheels.

Derek was exposed to the car culture at an early age. His father, older brother and uncles were all car guys; finding and restoring various high-performance and collectible cars. It was a natural progression for Derek to follow suit, and so he began to buy cars before he was even old enough to drive. Most of them were cheap buckets of rust that needed so much work he had no choice but learn how to fix them.

Wed, Oct 22, 2008

I’d wanted a Volkswagen Beetle ever since I rode in one for the first time, when I was four years old.  I don’t quite remember where I was going or whom I was with – I believe I was with a friend and his mom – but I sure can remember the car.

The exterior color was a strong, dark green, and the shape was weird and egglike – not at all like my parents’ Chevrolet.  Inside, the VW was even quirkier.  A straphandle dangled over each door like a pair of bloodhound’s ears. The ceiling was upholstered with a vinyl sheet with perforations in a cross-diagonal pattern.  There was no dashboard to speak of – just a steering wheel with a castle-and-wolf crest in its center cap (which I later learned was the official symbol of Volkswagen’s hometown of Wolfsburg, Germany), complimented by only a few gauges and controls propped up against a flat windshield.  No padding whatsoever.         

Climbing into the back, I noticed a strange aroma coming from the vinyl.  It was a light, slightly pungent smell, not at all like the insufferably stale air in my parents’ car.  The interior felt comfortable without being too soft; the car’s size made it feel almost cozy to sit in the rear seat.   Then my friend’s mom started the car.  As we rode away, I could hear the engine behind me going putt-putt-putt-putt-putt.    

I was hooked. I wanted a Volkswagen when I grew up. Over the next twenty years or so, American cars got smaller, Volkswagen replaced the Beetle with the Rabbit, and Japanese car makes like Toyota and Honda became the most popular imports in America.  Except for a few times in my childhood where I strayed and was a Chevy fan, I remained obsessed with the VW Bug. I always loved its unique styling, and its reputation for providing cheap, reliable transportation appealed to me.  Throughout my college years, however, I couldn’t afford a car of my own, regardless of make, model and year.  With fewer Beetles in the used car marketplace, it looked like my dream of owning a VW would remain only that.

Then, in the spring of 1990, I spotted an ad for a Bug for sale.  It was a 1972 Super Beetle, with a semi-automatic transmission and 79,000 miles – for a mere $1500.  I knew it was a must-see, and I wanted to check it out right away.

Everyone thought I was crazy – especially my mother.  “A ‘72?!?” she said in disgust.  “What do you want with a car like that? You’re making a mistake.  You’re going to have problems with a car that old.”  But I needed a car, and so my mother let me go and see it, and my father went along with me.

Everyone thought I was crazy – especially my mother.  “A ‘72?!?” she said in disgust.  “What do you want with a car like that? You’re making a mistake.  You’re going to have problems with a car that old.”  But I needed a car, and so my mother let me go and see it, and my father went along with me.

The Super Beetle was in better shape than I expected.  The body had no flaws save some rust in the right side and a slight dent in the rear fender.  The interior was clean and well kept, and the engine purred smoothly when I started it up.  Furthermore, the paint job was still pretty much intact – no cracks, no peeling.  In fact, its only drawback was its color – bright orange.  With a black interior, it resembled a jack-o-lantern on wheels.

Undeterred, I took the VW for a test drive on the local streets to get the feel of it.  The handling was tight, and the acceleration was steady.  The putt-putt-putt-putt-putt of the engine was louder than I recalled from the days of my childhood.  As it turned out, I didn’t like this Super Beetle; I loved it.  Within a week, it was mine.

I proudly drove my VW home on chilly Saturday in April, and the reception I got was much warmer.  My mother’s friend, an auto mechanic, like the car’s performance.  My grandmother fell in love with it right away; she thought it was cute.  My father said I’d made a sound purchase.  Even my mother was impressed.  The only person who still thought I was a fool was my sister, who couldn’t understand why anyone would want to be caught dead in such a car.  Fine by me; I wouldn’t have to worry about her borrowing it.  I ruled.  In fact, I conquered.

For the next five years, my Volkswagen was my most prized possession.  The crisp ride and the smooth-shifting semi-automatic transmission made even the most mundane trips a joy.  Highway travel was a blast, as I cut through the speeding traffic on the fast lane like a knife through freshly baked bread.  People would honk their horns in approval as they rode by.  I also got favorable comments from strangers in parking lots. And the orange paint job certainly helped me stand out in a crowd. 

I took my responsibilities as a Beetle owner very seriously I fixed the rust with epoxy and touchup paint as soon as I bought the car.  I accepted the owner’s manual as the gospel, filling my tank with 91 octane gasoline and getting the oil changed right on schedule – 3000 miles, not a foot more – as much as possible.  And I washed my VW at least once a month to keep that orange color looking bright.

Some of my fondest memories involve my Beetle.  The first summer I owned it, I drove down to Ocean City, N.J., for a three-day weekend of sun, surf, and bicycle riding.  The drive there and back on the Garden State Parkway was as much fun as being at the shore, and I enjoyed cruising on the long, open road without the worry of any heavy trucks – forbidden on the Parkway – spoiling my fun.  The car performed smoothly and responsively, and the passing lane was never a problem despite the seemingly anemic 46 horsepower of my engine. 

Another summer, I drove it to an outdoor Richie Havens concert. Upon arrival, I parked my car among a few VW Microbuses and made my way through the tie-dyed shirts with my lawn chair underarm.  Peace and love, brother.  Richie Havens was in top form, giving a great show.  I went home elated, playing the same Crosby, Stills and Nash tape I’d heard on the way there.  I was too young to attend or even remember Woodstock; this was the closest I ever came.

My day trips were just as memorable as I drove my VW on the twisting, forested back roads of upstate New York and southeastern Pennsylvania through various hills and dales.  Sadly, the Super Beetle’s lack of torsion bars meant that the ride was never as taut as it could have been, but the overall experience was just as I remembered from my childhood.  The car was still comfortable and cozy, and I appreciated it more from being in the driver’s seat; I always felt in control and had a firm grip on the road, a sharp contrast to the overall soft feel of the Chevy I’d owned earlier.

Sadly, the good times with my “faithful compadre” – as I called my Bug – came to an end.  In the spring of 1995, I took my Volkswagen to my mechanic for routine maintenance when he discovered the Achilles heel that sooner or later afflicts most Beetles – the floor pan was coming apart.  It had simply rotted away and was too much to repair.  I had to replace my Bug with a 1990 Toyota.  Sure, the Toyota was a comfortable little car.  Like most Japanese cars, though, it was bland and anonymous; there was nothing about it to excite or interest me.  I liked the Toyota, but I never grew to love it.

I may not have my VW Beetle anymore, but I have my memories.  I’m still glad to have owned one, and I’d still have it if not for the floor pan.  I have a model Beetle from the Franklin Mint – despite my disdain for “heirloom-quality collectibles” – which I display in my room.  And in the years after I gave up my Bug, every time my grandmother saw a Beetle on the road, she’d say to me, ”Look! There’s your car!”  As far as she was concerned, every Beetle was mine.

My fascination with the Beetle led to an obsession with watercooled Volkswagens, and I eventually bought a new Golf in 2000.  Though I’ve enjoyed my Golf immensely, I still miss my old Bug. 

I have to be honest, though.  Although watercooled Volkswagens have their reliability problems, I had a few problems with my ’72 Super Beetle, not all related to age.  The heater controls didn’t work; I had to get my mechanic to deactivate the heater every May and reconnect it every November.  The accelerator pedal broke twice and I had to call for a tow each time.  And a rattle in the drivetrain turned out to be a major repair costing $750 – half of what I originally paid for the car.

It was still the best car I ever had.