The Isetta Saga, Chapter 21: The Bubble Party

The Bubble Party was intended to serve as a grand celebration of a singular automobile. The Bubble Party was meant to be a culmination of many years’ effort. The Bubble Party was an excuse to smile, and laugh, and cheer, and have fun. The Bubble Party was a (gentle) poke in the eye to those who thought that the concept of restoring a 13 horsepower car was a silly exercise. The Bubble Party was an excuse to have a party.

The Bubble Party was all this and more.

For once, it wasn’t about the car; well, of course it was about the car, but really it was about the human endeavor. Sometimes I thought that a celebration centered on reaching the finish line was selfish, and egotistical, and boastful, and perhaps there were elements of that. There was honest effort, though, to take the focus away from me, and away from the fact that “the Isetta did drive in ‘95”.

What I knew then, and what I know more than ever now, is that this could not be accomplished by one person. There were so many people, individuals who were already friends, and those who became friends through my dealings with them, who needed to be counted among the co-achievers. And not all of them necessarily touched the car. My father, to name one significant example, had been a lifelong inspiration to me, and helped me in uncountable ways with my technical knowledge and understanding.

So we spent most of September in planning mode. The house was cleaned; the yard was trimmed. Food and drink aplenty were brought in. Bubble Party invitations were sent. We invited everyone: neighbors, co-workers, relatives, friends. We made a point of ensuring that children were included. The town agreed to close the street for the afternoon. The car was set on the front lawn, and covered with a red cloth.

We asked for a beautiful day, and we were given that too. The car was unveiled, and it was the children, more than the adults, who oohed and aahed (after all, it’s sized like a kid’s plaything). I was more than happy to let the parents watch while I offered rides to every child in attendance. I can only hope that some of them remember, and perhaps some of them grew to appreciate old machinery.

This 3-minute video highlights the moment the Isetta was revealed to the crowd:

Then it was over. And autumn arrived, and I was exhausted from the mental effort of getting the Isetta to this point. It wasn’t finished, but it certainly was close. By the end of 1995, I had accomplished what I set out to accomplish.

 

After the Bubble Party, the car was not touched for four years. Final restoration work began anew in 1999, and the car was entered into its first shows in 2000. We will resume the Isetta Saga later this year.
In the meantime, with spring literally a few days away, Richard’s Car Blog will turn its attention to what promises to be a very busy 2019 show season. The next blog post will be a technical treatise on the Alfa Romeo valve adjustment procedure. Stay tuned!

 

All photographs and video recordings copyright © 2019 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

 

The Isetta Saga, Chapter 20: Prepping for a Party

With its initial drive event behind me, further work on the Isetta slowed. The notebook I kept to track my progress has very few entries for September 1995. The notes which are there make scant reference to exterior lighting and door adjustments. My time and effort was directed to planning a party.

Every milestone of the Isetta’s progress had been marked with a celebration: the first running of the engine, and the body and chassis wedding, to cite two examples. This time, the festivities would be on a much larger scale. The car was as ready as it was going to be for its public unveiling, known as The Bubble Party. The date was set: Sunday, October 1, 1995. We went so far as to petition the town to close our street to vehicular traffic so that the bright red Bubble Machine could be buzzed from one corner to the next without interference. The mayor agreed (I think a small donation helped).

I did take the car out for several more reconnaissance runs, and my ear-to-ear grin gave it away every time: I never imagined that a 13 horsepower car could be so much fun to drive. The only variable not in our control, the weather, was simply ignored. The Isetta was ready, and we would be too.

 

 

All photographs and video recordings copyright © 2019 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

 

 

The Isetta Saga, Chapter 19: The Isetta Drives in ’95

The time span between October 21, 1978 and September 4, 1995 is quite long. Very long. It is 16 years, 10 months, and 14 days. The former date represents the day I purchased my BMW Isetta. The latter date represents the day I first drove it.

When I bought the car, I did not think that it would take just shy of 17 years to get to this point. But it did. As I promised myself, the Isetta did drive in ’95.

The video of the first drive was recently unearthed after being hidden away in a closet for many years. Along with the videos posted earlier, I had forgotten I had this, and it has been fun to rediscover it. No further words are necessary. Click on the YouTube link below and enjoy the clip taken on what was a beautiful late summer day.

 

 

 

All photographs and video recordings copyright © 2019 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

 

The AACA Annual Meeting in Philly, Feb. 2019

The Antique Automobile Club of America (AACA) held it 83rd annual meeting at the “Philadelphia 201 Hotel” in Center City Philly PA on February 8 & 9, 2019. The AACA has a long history of annual meetings in the City of Brotherly Love – you can read more about that history here. The show was also covered on the blog last year. This year, for the first time, I spent Friday night in the hotel so that I could attend both days. My primary interest was the judging school, and more about that in a bit.

This is not a car show per se. Rather, the principal activities for registrants (you must be an AACA member to attend) are seminars on a variety of topics; judging school; a trade show; a general membership meeting; and the Saturday night awards banquet. The host hotel is nicely set up for this, with the trade show in a large room to accommodate vendors’ booths and displays, and conference rooms of various sizes for the seminars. Everything is within a few minutes’ walk, with no need to venture outdoors into the 32-degree winter weather.

The seminars I attended included “Market Value Trends”, “The History of the Ford Mustang”, “Keeping Tabs on Hobby-Related Legislation”, “The History of the Ford Flathead V8 Engine”, “Planning Your Collector Car Estate”, and “Modern Motor Oils”.

Almost every AACA event offers a judging school. By AACA rules, all judges must attend at least one judging school per calendar year, so there’s good reason for the frequent offerings. My plan is to judge at the NJ Region’s upcoming National in Parsippany in June, so I need to increase my judging credits. I attended the school on Saturday morning, and it’s refreshing to (re)learn that as strict as the judging guidelines are, the Club also recognizes that this is a hobby, and we all are doing this for fun.

The trade show is primarily populated by businesses wishing to promote their wares (restoration shops, books sellers, and appraisal services). Several schools and colleges which now cater to the hobby also had a presence. AACA takes up significant real estate just trying to sell clothing and tchotchkes. The NJ Region set up a booth to promote the June National, and I spent several hours each day in the booth to talk up our event with attendees. I was pleasantly surprised to meet AACA members from as far as Indiana and Florida who expressed interest in attending.

 

The Annual Meeting is quite different from a meet or a tour: you are not there to ogle beautifully restored cars. However, it is very much like any other AACA event in that it’s about mingling with those who share a passion for the hobby. There was plenty of time to catch up with old friends and become acquainted with new ones. For that reason alone, it’s worth making the trek each February to Philly.


MARKET VALUE TRENDS SEMINAR

Larry Batton of the Auto Appraisal Group presented results from the recently concluded Arizona auctions. Larry’s style is unpretentious, upfront, opinionated, and straightforward. Whether you’re an auction veteran or someone who wonders what the fuss is all about, it’s enlightening to hear some of his behind-the-scenes stories.


HISTORY OF THE FORD MUSTANG SEMINAR

Mark Young is a 4th generation Ford enthusiast, and that’s putting it mildly. His great-grandfather owned one of the earliest Ford dealerships, a business he started in 1910. I lost count of how many Mustangs are in Mark’s immediate family, but it’s 7 or 8 (plus a few T-Birds). Mark gave a credible and succinct summary of the original pony car’s success and what it has meant for the Blue Oval fans.


HISTORY OF THE FORD FLATHEAD V8 ENGINE SEMINAR

There were many V8 engines in existence before Ford introduced theirs in 1932. But none were as low-priced nor as mass-produced as the “flattie” was; it stayed in production just over 20 years. Dain King, an entertaining man in his own right, provided the interesting back story (for example, Ford engineers scoured junk yards to buy up V8s from other companies, so they could disassemble and see what they could learn from them).


KEEPING TABS ON HOBBY RELATED LEGISLATION SEMINAR

Colby Martin from SEMA (Specialty Equipment Manufacturers Association) made the presentation, which was not a bashing of government regulations. Rather, it was an overview regarding how a regulated industry which seeks fairness and consistency can have a voice. One point of great interest that he showed was a lengthy list of Congresspeople from both parties who have identified themselves as “friends and advocates for the automotive hobby”. It’s good to know that such people exist.


PLANNING YOUR COLLECTOR CAR ESTATE SEMINAR

Father-and-son duo Tony and Mario Monopoli provided a series of common-sense suggestions to help ensure that upon your demise, your heirs either have your cash, or know how to turn your “stuff” into cash. Tony confessed that for the past few years, he’s been getting rid of his stuff on eBay so that he has the cash while he’s still around. If you’re keeping what you have for now, Tony suggested making lists (what you own, what it’s worth, and where it’s located) and making sure your descendants have copies of the lists.


MODERN MOTOR OILS SEMINAR

Part chemistry class, part history class, and part sales pitch, Larry Giancola, who unabashedly works for AmsOil, provided more information than you need about base oils, index modifiers, and viscosity, as well as phosphorus, calcium, and zinc (for a moment, I thought I was in nutrition class). While touting the benefits of the oil he sells, Larry also kept it real. One revelation was the discussion around Direct Injection (DI) engines and the havoc they are causing. He pointed out that the vehicle manufacturers have specifically requested that the engine oil manufacturers produce an engine oil (SN+) to address this, and they have.


AACA JUDGING SCHOOL

Dain King and Stan Kulikowski did a wonderful job explaining the intricacies of AACA’s judging rules and points system. All class cars start at 400 points, with points deducted for faults. Cars are judged first on authenticity, and only then on condition. To provide a simple example: if a 1940 Ford is on the show field with radial tires (non-authentic), that car would lose maximum point value for 4 inauthentic tires. If a different 1940 Ford had bias-ply tires correct for that year, but only one of the 4 was half worn while the other 3 appeared new, it would lose nothing for authenticity, but lose condition points for only that one worn tire. As stated earlier, they stressed that this is a hobby, and the judge’s job is not to “destroy” someone’s work with a few stokes of a pen. All in all, it was a very enlightening session.

 

 

 

All photographs copyright © 2019 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

The Isetta Saga, Chapter 18: Making the Final Connections

It had been some wedding! The body and chassis were reunited. Now the party was over. The guests had departed. It was time to get back to work and make the reunion more permanent. The upcoming week was a vacation week for me so that I could fully apply myself. It felt as though I were days away from actually driving the creature.

First item on the to-do list: install new sound-deadening material to the interior. The commercially-available products seen in every old car magazine were one choice (Dynamat is one well-known brand). However, they are pricey, even for a car as small as an Isetta. Another issue was my desire to adhere as closely as possible to the original treatment, which resembled tar paper. (The new-fangled stuff is thick and shiny and more appropriate for a drafty ‘50s British roadster or a noisy ‘60s muscle car.)

When conveying my indecision to my neighbor, he gave me a great suggestion: a visit to Home Depot would likely yield a roll of black roofing material which could be purchased for a reasonable number. For $9.97, I bought a roll which could have completed multiple Isettas! The measuring and the cutting began.

 

“30 LB FELT”, a deal at $9.97 (plus tax of course)

 

The wiring harnesses were next. The Isetta has two: a front main harness, and a rear harness. I had earlier disassembled, cleaned, and re-sheathed them, and they were ready to be put back into place. This was a clear case of my earlier photography coming to the rescue, as it was the photos taken during disassembly which portrayed the exact locations and connections for the wiring.

The electrical system of the vehicle is as simple as it gets: front and rear exterior lights, dashboard warning lights, and the starting/charging system. No power seats, no climate control. The test-firing of the engine way back in March of that year meant that I had the battery, Dynastart, and voltage regulator connections down, so with the body resting on top of the chassis, I only needed to bring those wires to their permanent spots.

The ignition switch was a trouble spot. I had an original one, but no key for it. There was a key code on the outside of the cylinder, but efforts to find someone who could create a working key for it were futile. One gent at the local auto parts store was very patient with me as I sought solutions to a car for which he had no listings. We tried several aftermarket ignition switches, but the first few were physically too large to fit within the minuscule dash pod. Finally, he found a switch that fit. He got to know me, and came to be of great assistance on several other small universal parts I needed.

The seat as found

The seat had been sent out to a local upholstery shop. Here, I purposely deviated from original, as American-market Isettas used a patterned vinyl upholstery, and I did not want to sit on vinyl. Instead, I chose a beige corduroy with off-white piping. The beige seat came close to matching the beige fabric sunroof, and since I always like red & beige on Ferraris, I thought “why not?”

Back from the upholstery shop

The steering wheel, column, dashboard, and pedals are a major subassembly unto themselves, and these were bolted into place, with pedals connected to the undercar linkages. To the left of the steering wheel, the shifter was joined to the rear-mounted transmission. Once I readjusted the clutch, I was able to shift into all four forward gears and reverse gear.

Ready for the seat (towels protect inner fender paint)

All the work recounted here took two weeks, bringing me to Labor Day weekend. That Sunday night, September 3, 1995, I discovered that the car’s battery was flat from sitting. I put it on trickle charge overnight. The next day was Labor Day. In the morning, I would attempt to start the Isetta, put it into gear, and be behind the wheel when it would move under its own power for the first time under my 17 years of ownership.

 

All photographs copyright © 2019 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

The Isetta Saga, Chapter 17: The Body & Chassis “Wedding”

During the restoration of the Isetta, a frequent question presented to me was “what motivates you to keep going?” Of course, I wanted to see the project reach a successful conclusion, but setbacks, and there were a few, can be demotivating. There were times I questioned my own sanity, as in, “why am I spending so much time, money and effort to restore a 13-horsepower bubble car from the 1950s that most people have never heard of?” With everyday life (job, family, house) swirling around me, I was occasionally tempted to quit the whole deal.

One of my mantras during this 5+ year stretch was “celebrate your successes”. Reaching certain milestones not only feels great, but the achievement can be shared with others, which then inspires you to keep moving forward.

In August of 1995, I was ready for such a celebration: the Isetta body shell, freshly painted and just back from “The Shop”, was about to be reunited with the mechanically-restored chassis. In a traditional automobile assembly plant, the moment of “marrying” the up-until-then separate body and chassis is called the marriage point. So, in honor of that event’s facsimile, we decided to host a wedding. Before, um, consummating this union, since the shiny and clean chassis was about to be covered up again, a final set of photographs was taken to document its return to as-new glory.

The wedding was scheduled for Sunday, August 20, 1995, and since a wedding must have guests, a small ensemble was invited. (Memory doesn’t recall whether any of the invitees were tipped off that there was work to be done before food and beverages would be served.) The chassis was staged in the driveway just beyond the garage doors, with the body patiently hanging out in the garage on four jack stands.

Five intrepid groomspeople (Chris Beyer, John Maggio, Dennis & Ann Marie Nash, and Don Dahringer) vaulted the body back into the daylight. Spotters were assigned to eyeball the body’s descent so that nothing was injured. It took a few moments to clear all the obstacles, but the (re)union was a success.

A video camera (thanks, John) was rolling to capture the event. You can view a 12-minute excerpt at this YouTube clip here:

Whew! My nervous excitement is palatable to me as I watch myself nervously pace back and forth and around the car. In all seriousness, having a group of friends around me helped alleviate my worries. Once I knew the body shell was resting on the chassis rails, we popped the champagne, ate some BBQ, and of course, shared dessert in the form of a wedding cake:

The end of the push to make “The Isetta Drive in ‘95” was close, really, truly close. The steering, pedals, wiring harness, ignition, and seat all needed to be installed and connected. The motivation was the knowledge that I was perhaps a few short weeks away from driving my Isetta for the first time since buying it as a disassembled heap in 1978.

It almost looks ready to drive. Almost.

 

(Special thanks to my Creative Team pals Cody, Eslam, and Greg for their video-editing assistance. You guys are the DUDES.)

 

All photographs copyright © 2019 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

 

The Isetta Saga, Chapter 16: The Painted Body Comes Home

Jody Fitzpatrick, proprietor of “The Shop” in Maplewood NJ, had my Isetta in his possession for one day shy of five weeks. His work was completed, done, finished. I breathed a huge sigh of relief if only for his ability to accurately predict his work timeline, originally estimated at “3 to 4 weeks”. This was close enough. There wouldn’t be any restoration shop horror stories in my future.

Chris Beyer, work colleague, neighbor, and friend, had accompanied me when I dropped off the Isetta body. When I told him that it was ready for pick-up, he was ready and willing to join me again.

The date was Friday July 28, 1995. Nothing in my notes or my memory explains how Chris and I both happened to be off from work that day; but we were. It was a sweltering humid day, hotter than the previous days had been during what was already an oppressive summer. Cranking the A/C in my Volvo 850 wagon did little help; nothing was going to cool me enough to dissipate my nervous excitement over seeing the painted shell.

 

Jody’s 2nd and final statement

 

At our arrival, Jody strolled out to greet us, looking and acting nonchalant. “How come HE’S so cool?” I asked no one. Perhaps because he does this every day, and, it’s not his car, and, he just wants to get paid, replied the voice in my head. The body shell, of course, looked perfect, almost too much so. I was afraid to touch it, but with Jody and Chris’s help, we got the same 2x4s bolted back to its underside, and then to the trailer floor.

 

The red 850, ready to tow home the red Isetta (note dolly and plywood in lower right of photo)

 

From ugly duckling to gorgeous swan (obviously, beauty is in the eye of the beholder)

 

Chris and I pose in parking lot of The Shop

 

Jody got his check, I got my receipt and my obligatory photos, and we were on our way. I must have glanced in the rear view mirror about every 12 seconds to make sure the body was still there. At a red light on the way home, several male teens yelled out “hey, it’s the Urkel-mobile!” Oh My God, I thought, am I going to be hearing this for the duration of my ownership of this thing? (The short answer to that question is “yes”.)

 

Back home after a 5-week vacation

 

Soon to be reunited

 

Leaving the 2x4s in place for now, we carried the body into the garage, and back onto my makeshift dolly. I posed it next to the completed chassis, fully aware that in a few days, five years of mechanical work would be covered forever (or at least until the car is re-restored in 2095).

Light buckets and other externals at the ready

What work was remaining before reuniting the body and chassis? The body’s hand-painted underside now had primer overspray on it, so that got yet another coat of gloss red. The headlight and tail light buckets were bolted on. The fuel tank, which had earlier been restored by coating it with Bill Hirsch’s GasTank Sealer, was secured in place. The 2x4s were finally removed, and the body was placed onto 4 jack stands.

Gas tank bolted into place (note fuel tap in upper left)

In an auto assembly plant, the moment when the car’s body, on one conveyor, is lowered onto a complete chassis, arriving on another conveyor, is called “the marriage point”. The Isetta’s 17-year courtship was coming to an end. It was time to host a wedding party and consummate this marriage.

The Groom

 

All photographs copyright © 2019 Richard A. Reina. Photos may not be copied or reproduced without express written permission.