A Peek Ahead at the Upcoming 2020 Scottsdale Auctions

In the collector car world, there are two major auction “happenings” in the U.S., both named after their locales: the Monterey (CA) auctions every August, and the Scottsdale (AZ) ones in January. All the major auction companies attend, and spend most of the week in an attempt to outdo each other with number of lots, featured consignments, and dollar totals.

Both are watched carefully by hobbyists, media, and pundits, and each has been known to act as a bellwether for the health of the classic car hobby. (We myopic Americans also quickly forget that similar events in the rest of the world perform a similar function, but because they’re “over there” their significance is easily ignored.)

With the more upscale auction houses due to begin dropping the hammer in a few days, I thought it might be educational and entertaining to select one car from each of the “Big 3”, and predict its end result. As it turns out, I have chosen one British, one German, and one Italian car. They are all personal favorites of mine, and I’ve made a habit of following their recent sales trends.

All three are listed as “no reserve” sales, meaning they will sell to the highest bidder. Pre-sale estimates are provided, and auction houses tend to be notoriously optimistic with them, presuming it will encourage bidding. From my observations, many no-reserve cars sell below estimate.

In alphabetical order by auction company:

Bonhams: 1978 Porsche 928, Lot #11, selling Thursday

https://www.bonhams.com/auctions/25718/lot/11/?category=list&length=12&page=1

ESTIMATE: $45,000-55,000 (NO RESERVE)

The car has 21,000 original miles, it’s a stick shift, in beautiful condition, but would you look at those colors! Porsche 928s have long been derided among marque enthusiasts who disdain anything that isn’t air-cooled. Part of the contempt for the model may stem from Porsche’s initial claim that the 928 would “replace” the 911, which the company intended to drop. It didn’t work out that way.

After years of sales languishing in the $5,000-8,000 range for a driver-condition one, enthusiasts have rediscovered the car. That doesn’t make it valuable, though. This one is a first-year edition with the (in)famous Pasha interior, and if you’re not familiar, check out the photos! The only 928s selling for numbers close to this estimate are the final versions from the early 1990s. Still, this car will have its fans.

RICHARD’S PREDICTION: $30,000


Gooding & Co: 1969 Alfa Romeo 1750 Spider Veloce, Lot #010, selling Friday

https://www.goodingco.com/vehicle/1969-alfa-romeo-1750-spider-veloce/

Estimate: $80,000-100,000 (NO RESERVE)

This body style had its debut in 1966 as the Duetto. Its styling was initially considered controversial, coming after the achingly beautiful Giulietta spiders. But The Graduate movie helped put the car into the minds of mainstream America, at least as much as was possible for a semi-affordable Italian two-seater.

Because of its struggles in meeting U.S. emission standards, Alfa Romeo offered no 1968 models for sale here (ditto for 1970). This 1969 spider dropped the Duetto name in favor of “1750 Spider Veloce”. Displacement was up, fuel injection was added to keep the EPA bureaucrats happy, but the basic body shape would live on for a short while longer until the ram bumpers were bolted on.

Really fine Duettos have soared recently to $40,000. Most Alfisti prefer the carbureted Duettos over the Spica-injected later models. This car is gorgeous but the pre-sale estimate is out of whack, and is more appropriate to a perfect late ‘50s-early ‘60s Giulietta.

RICHARD’S PREDICTION: $50,000


RM Sotheby’s: 1970 Jaguar E-Type roadster (OTS), Lot #168, selling Thursday

https://rmsothebys.com/en/auctions/az20/arizona/lots/r0076-1970-jaguar-e-type-series-2-42-litre-roadster/838010

ESTIMATE: $110,000-140,000 (NO RESERVE)

The Jaguar E-Type (also known as the XKE in the USA) is often singled out as one of a small handful of collector cars considered a blue-chip investment. Stunningly beautiful and universally admired when new, E-Types were not just a pretty face, with power and speed to back up its feline curves.

The so-called Series I cars were sold from 1961-1968; the year 1969 brought the first significant styling changes to what became known as the Series II cars, mainly to the bumpers and exterior lights. The Series III cars, made from 1971 through 1974, were all built on an extended wheelbase; many had auto trannies. Under the hood was Jaguar’s V12 which added lots of torque and lots of complexity.

Time has firmly decided in favor of the Series I cars as the most pure and most valuable; the Series III cars have their fans for those who like power; and the Series II cars have become “the affordable E-Type”, with affordable a relative word in this context.

This RM car is a beautiful restoration, and an award winner, but it’s a Series II car. Those who want an XKE and have no price ceiling will seek a Series I. I personally am a fan of the pale primrose color here, but I’ve read that many are not. The pre-sale estimate is slightly optimistic.

RICHARD’S PREDICTION: $95,000


What do you think? Are the estimates accurate? How off-base am I? Send in a comment with your own sale price predictions.

 

The 2014 New England 1000 Rally

We had had such a grand time on the 2013 New England 1000: we saw old friends, made new ones, and the Alfa performed almost flawlessly. That rally ended a 6-year drought, and I was determined to drive the Alfa in the event again in 2014, but rally brother Steve had some scheduling conflicts. I turned to another Volvo alumnus, my friend Bob, whom I knew was a fan of European sports cars and had the additional advantage of residing in central Massachusetts. Bob said he was in, so the Alfa was prepped and away we went.

Alfa and I, ready to depart Neshanic Station

Some of the work done to get the Alfa in shape included the removal of the air conditioning system. The factory belt-driven fan and shroud were reinstalled, and not only did the overheating problem cease to be, the engine actually ran on the cool side, at least according to the water temp gauge. This gave me great peace of mind given the distances we would be covering.

The 2014 host hotel was the Harraseekent Inn in Freeport ME, ironically, the same host hotel for our very first rally in 1998. The drive from my domicile to Freeport is over 6 hours in a modern car, a bit longer in the Alfa. Bob’s house, coincidentally, is almost exactly halfway between the two, and he and his wife graciously invited me to stay over, breaking the drive up (and back) in half, which was a pleasure.

The Rich and Bob show: new team, new adventure

The assortment of interesting and unusual cars was even more so this year. There was a Corvair Fitch Sprint, a Fiat Abarth, an Arnolt-Bristol, a 1955 Chrysler 300, a genuine Studebaker Avanti, and a very rare Ferrari 250 GT Pininfarina Berlinetta Speciale, which despite its rarity was driven to and from the event as well as the 1,000 miles of the event. It was also nice to see an MGB and Triumph TR-6 as reminders of the good ol’ days when the NE1000 field was populated by more popular (and affordable) sports cars.

Corvair Fitch Sprint

 

Fiat Abarth

 

Arnolt-Bristol

 

Ferrari 250GT Pininfarina Berlinetta Speciale

 

This was my 8th time out on the NE1000, run by Rich and Jean Taylor of Vintage Rallies, and to my recollection, this would be the first time that the entire rally remained in one state. If we had to select a state to do this, Maine would not be a bad choice. It’s large, diverse, lightly populated, and extremely picturesque.

2nd year in a row that the rally book included pic of the Alfa (taken during 2013 rally)

 

As always, documenting the official license plate install

 

The traditional Sunday car show had us jammed onto the Harraseeket’s lawn

One of the many perks provided to us rally participants is the chance to visit car museums and collections, both public and private. This year we made it to the Owl’s Head Transportation Museum and the Bob Bahre Collection. Even though I had been to both on previous rallies, there always seems to be something new to take in. One such highlight was Bahre’s ‘30s-era unrestored Alfa Romeo 8C, and I had to pose with it.

Alfa and I again (different Alfa)

The weather stayed cloudy and cool, with little precipitation. The overcast skies helped with the photography, but it was a bit nippy on the optional boat ride. One thousand miles over four days goes by very quickly, and before we knew it, it was over. On our way out of town Friday morning, we took advantage of the proximity of LL Bean’s HQ store literally just down the street before heading home.

The Alfa did it again! I had owned the car a little over 14 months and had already put close to 3,000 miles on it. It was a keeper, and I had every hope of driving it in next year’s NE1000.

Jaguar XK-150

 

Mercedes-Benz 300SL roadster

 

Ferrari 330 GT 2+2

 

Porsche 911

 

MGB

 

The queue to depart a checkpoint
THE BOB BARHE COLLECTION

Bob Bahre keeps his vast collection in a specially-built “garage”, if one can call a 2-story building where each floor can accommodate about 30 cars a garage. The majority of his collection focuses on American luxury cars of the 1930s, but it does get eclectic. The less interesting cars stay in the cellar. The fact that a Tucker lives in the cellar tells you something about this collection.

Couple of black beauties at Owl’s Head

 

The Alfa poses with Maine shoreline in background

 

Arnolt-Bristol & Ferrari keep Alfa company

 

Arnolt-Bristol is a car most of us haven’t seen until now

 

Fiat 126 (never sold in U.S.) found in Maine parking lot

 

 

 

All photographs copyright © 2020 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

“Bullitt” Mustang Hammers Sold for $3.4 Million!!

AT 2:26 pm EST on Friday January 10, 2020, the famed 1968 Ford “Bullitt” Mustang, the so-called hero car driven by actor Steve McQueen in the movie Bullitt, was driven (not pushed) onto the auction block at the Mecum Kissimmee (FL) auction. After the briefest of speeches by the owner, who opined that the bidding should open at $3,500 (the 1970’s transaction price), the auctioneer quickly had a floor bid of $500,000.

In a matter of moments, bidding jumped in ONE-HALF MILLION DOLLAR increments to $2.5 million. The next bid was “only” a hundred grand richer, and bidding seemed to stall there at $2.6 million. But with a car like this, Mecum was in no rush to conclude the proceedings. (Most cars at a Mecum auction spend between 1 and 2 minutes on the block.) The crowd was poked and prodded, and poked and prodded some more. Moving in $100,000 increments now, the bidding climbed through $2.8M, past $3M, and again slowed at $3.3 million.

It seemed as though it might be done, but like a sprinter getting his second wind, the auctioneer accepted a bid of $3.35 million, and then $3.4 million. He lingered at $3.4M, asking, begging, pleading for a bid of $3.5 million. It was not to be. AT 2:38 pm, TWELVE MINUTES after the car came to a stop in front of the podium, it was over. The Bullitt Mustang hammered sold for $3,400,000. Wow.

The poll which was run on this blog the other day resulted in a tie, with 42% of you predicting a bid of $1 million tops, and the same percentage predicting $3 million (ironically, Dana Mecum’s prediction). The sale price greatly exceeded my own personal guess of $2.5 million. I guess Mr. McQueen still has significant drawing power, even 40 years after his demise. Let’s hope that contrary to the way this Mustang was hidden for the last 45 years, the new owner sees fit to show and use the car so that we may all partake in its enjoyment.

Congratulations to the new owner.

The 1968 “Bullitt” Mustang will be sold by Mecum Auctions this Friday!

Richard’s Car Blog is expanding! Starting with this week’s post about the Bullitt Mustang, we will semi-regularly feature a midweek story related to an automotive current event. Let me know what you think!

 

Lots of movies feature chase scenes: The French Connection, The Blues Brothers, Ronin, and The Italian Job, not to mention the entire Fast & Furious franchise. Ask people of a certain age, though, to name their favorite celluloid car chase, and one movie consistently comes to the top of the list: Bullitt, starring Steve McQueen, released in 1968.

The car-crazed kid I was, I asked my dad to take me to see it, and what an impression it made. At 14, I was still 3 years away from possessing a driver’s license, and I left that theater wanting a Mustang fastback just like the one Lieutenant Frank Bullitt drove (and I’ll admit that the black Charger wasn’t an unworthy lust object either).

McQueen, the King of Cool, did some (but not all) of his own stunt driving in the movie. Since his passing in 1980, any object with his name attached to it has garnered collector interest. Of course, the Bullitt Mustang would rise to the top of that desirability list, except, for decades, no one seemed to know where it was.

The details are available all over the internet: the so-called hero car (there was a 2nd, and some even say a 3rd, Mustang used for shooting) which is in all the exterior chase shots has been located. The car has been owned by the same family since 1974, and that family has decided to sell it, choosing Mecum Auctions as its selling venue. It will cross the block at Mecum’s Kissimmee auction this Friday, January 10th, sometime midday, and it’s being sold at no reserve. Highest bidder gets it, no matter.

Here’s the question: what will the car sell for? According to an article in the New York Times, Dana Mecum, founder of his namesake business, is estimating “at least $3 million”. McKeel Hagerty, head of his insurance company which also tracks classic car values, is predicting “closer to $4 million”.

What’s your guess? Before I provide mine, it may be worth noting that Mr. McQueen has been gone for 40 years. I earlier said that it’s “people of a certain age” who will remember the movie, and some of that generation have passed on also. I recently spoke with a reporter about the collector car auction scene, and he, an admitted Millennial, said to me “I really don’t know who Steve McQueen was”. On the other hand, unlike a car with simple celebrity ownership, this hero Mustang is immortalized in film which can be rented, streamed, purchased, or just watched on YouTube.

My guess? I do believe the car will break into the 7-figure range, but will not reach as high as Dana is predicting. A Baby Boomer with deep pockets will step up and pay $2.5 million for it. By Friday afternoon, we’ll all know.

Let’s have some fun with this: take the poll and vote for the choice you think will come closest.

 

The 2013 New England 1000 Rally

Happy New Year! It’s winter, with not much going on in the garage or out in the collector car world, so it’s a good time to catch up with some old business. Below is my summary of our participation in the 2013 New England 1000 rally. Previous reports for the 1998, 1999, 2000, 2001, 2005, and 2007 rallies can be found at the highlighted links.

It was the dawn of 2013. We (my rally brother Steve and I) had not driven in the New England 1000 since 2007. Why the six-year layoff? Life had gotten in the way. Whether still in the way or not, we threw caution to the wind and signed on to participate once again. In the 2007 rally, we drove my ’68 Mustang California Special. The Mustang was sold in 2012, and was replaced by my 1967 Alfa Romeo GT 1300 Junior, so the Alfa was the ride of choice. Steve, still living in Southern California, was flying east to be co-driver / co-navigator.

The helmet twins about to depart NJ. The ’12 Ford Focus and ’03 Volvo V70 are both gone.

In hindsight, it was a bit of a gamble to be taking the Alfa on a roughly 1500-mile journey. I had acquired the car only two months prior, in March of 2013, and had put hardly any miles on it. Some early teething problems were already addressed: the battery had died and was replaced, and the hard-as-a-rock tires were swapped out for a new set of Vredesteins.

Overheating was still a concern, though, as (previous owner) Pete’s attempt to install an air conditioning setup overtaxed the car’s cooling system. Even with the A/C turned off, the removal of the factory fan and shroud to make room for the compressor, combined with the extra weight of the compressor and its bracket, made the coolant temperature creep up at idle and low speeds. An aftermarket electric fan was bolted to the radiator, controlled by an on-off switch on the dash. The driver’s job was to constantly monitor the water temp gauge and engage said fan as necessary. It usually worked, but one had to be on constant alert.

The ceremonial attaching of the plate

This year’s host hotel was the Sagamore Resort on Lake George NY, where we had stayed during previous rallies. Much of the week’s itinerary kept us in New York, with dips into New Hampshire and Vermont. (The “New England 1000” takes liberties with its name; please, no angry missives from you Revolutionary Patriots. You know who you are.)

The queue to get past the starting checkpoint

It was great to be back with some familiar faces and vehicles, and it was equally great to meet new folks and see their rides. The classics were again out in force: Mercedes 300SLs, various Jaguars and Maseratis. We noted that modern machinery represented an increasing percentage of the cars: the rally book listed no fewer than 5 new 2013 Porsches, plus several Ferraris less than 10 years old. Our class of three included an MGB and a Morgan 4/4. In the bigger picture, though, our 95 horsepower Alfa was significantly outgunned by the more powerful 6-, 8-, and 12-cylinder ground missiles. The NE1000 of old, with its preponderance of quaint 4-cylinder ‘50s and ‘60s European roadsters, was not to be seen again.

A photo of the Alfa made it into the rally book.

 

By Monday morning, we were already experiencing a highlight of the week when we stepped into the private car collection of Jim Taylor. Jim is the CEO of Taylor Made Products, and judging by what he has been able to amass, business has been very good.

THE JIM TAYLOR COLLECTION

 

Lake Placid NY was another déjà vu, as we had stayed in this Olympic town during the 2001 NE1000. The Mirror Lake Inn is situated on the body of water after which it’s named, and the views are stunning. The view from the top of one of the ski lifts is equally stunning in a very different way!

This is why it’s called Mirror Lake

We left Lake Placid and headed to Whiteface Mountain, still in NY. Although the day was cool, driving up the steep mountain started to push our car’s temperature gauge into uncomfortable territory. Flicking on the electric fan didn’t help, so half-way up the mountain, we opted to reverse direction, but not before losing one of the car’s hubcaps. If that was the biggest tragedy we were to face, so be it.

Our turnaround point; note missing hubcap

Driving into New England proper, we stopped at a perennial favorite: the RPM Repair & Restoration Facility in Vergennes VT. Not only has the Markowski family provided wonderful technical support to the rally through the years, they also run a top-notch workshop which can fix anything automotive, with a special focus on Ferraris. This was the 3rd or 4th time the rally has dropped by, and we were again given free run of the place. This gearhead could stare at disassembled 12-cylinder engines all day long.

RPM, VERGENNES VT

My recollection is that, with the exception of the occasional sprinkle, the weather held up during the week, but I also recall driving home on Friday in torrential downpours (which at least kept the Alfa’s engine cool). Aside from the slight trouble on Whiteface Mountain, the Alfa ran flawlessly for us, and it was an easy decision to proclaim the car fit for duty for future rallies.

 

Modern Porsches

 

C2 Corvette

 

Morris woody wagon

 

Ferrari 365 GTC/4

 

Ferrari 250 GT Lusso

 

 

Lamborghini 350 GT

 

Acura NSX
Maserati Ghibli

 

Something old (Morgan), something new (911)
The Alfa with some of its competition

 

 ACs and Alfa

 

We pose with the Alfa, which was a real champ all week

 

 

All photographs copyright © 2020 Richard A. Reina. Photos may not be copied or reproduced without express written permission.

A Visit to Steven Babinsky’s Restoration Business, Nov 23, 2019

I’ve driven past the spot dozens, if not hundreds of times: just another industrial park along Route 22 in western New Jersey. But on Saturday November 23, 2019, this locale, set back a few hundred feet from the highway, proved to be quite something else, as the New Jersey Region of the Antique Automobile Club of America (AACA) was invited to tour the Steven Babinsky Restoration Business.

The weather cooperated: it was a sunny and dry, if somewhat crisp day. Many club members took advantage of an optional breakfast at the Readington Diner starting at 8am, which gave us a chance to fuel ourselves with food and coffee while chatting with our buddies about, what else, our cars. By 9:30, the last of the participants met us there, and we totaled over 50 attendees, ready to begin our tour.

NJ REGION AACA MEMBERS’ CARS AT THE READINGTON DINER

From the diner, it was a 5-minute drive to our destination. Steve Babinsky was on hand to greet us, and made us feel quite welcome by informing us that we were free to wander around the premises. A few of his craftsman were working, and they didn’t mind fieldling our questions. Steve also made himself available for Q & A all morning.

Steve Babinsky (in red & black plaid shirt) uses piece of paper to make a point

The shop itself is huge; there were perhaps two dozen vehicles inside, all in various states of disassembly. I get a kick out of inspecting shop equipment, and I wasn’t disappointed. Everything from lathes, milling machines, and tubing benders, to presses, a paint booth, and a ‘fire pit’ (to pre-heat aluminum prior to welding according to Steve) was inside.

TOOLS & EQUIPMENT IN THE WORKSHOP

With the sole exception of a ’59 Caddy convertible, all the vehicles in this building were pre-war, which is Steve’s specialty. After we had enough running around in the shop, we were invited to enter another warehouse across the parking lot, which serves as a storage building. Here, cars were so tightly packed that it was difficult to walk around (and certainly a challenge to get good photos).

VEHICLES IN THE MAIN SHOP UNDERGOING RESTORATION WORK

 

One car though stood out among all the valuable machinery. A silver Mercedes-Benz 540K roadster (I believe), looking like an older restoration, was in the middle of the crowd. The top was down; the whitewall tires had long ago turned yellow; it was dusty; and one got the impression that it had not been started in a long time. But its design was breathtaking. Everyone to a person admired it.

THE MERCEDES-BENZ 540K ROADSTER

After staring at so much interesting automotive history, we were invited to drive another 20 minutes to the town of Bloomsbury, where Steve stores yet more vehicles in a building which once was a Studebaker dealership. Scattered among the cars at this location was a lot of automobilia: metal signs, old advertising, hood ornaments, toys, and the like. The biggest surprise (and far and away the biggest vehicle) was a pre-war Ahrens Fox fire engine.

THE REPURPOSED STUDEBAKER DEALERSHIP

Before the tour, I had read a little bit about how Mr. Babinsky got his start. Like many other businesses, things started slowly for him. But once word spread about the quality of his work (he does boast of having restored multiple Pebble Beach winners), he said he has no reason to advertise. He doesn’t even have a website. Based on my very informal observation, he has enough work on hand at present to keep him busy for several years. It was a thrill and a privilege to be given inside access to his business for a few hours.

 

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

Winterizing 2019

Where did the year go? I swear that just the other day was sunny and 75; today is frosty and 40….. Every year I need to remind myself that putting the cars away for the winter needs to be done well before Thanksgiving, lest we get an early taste of winter and my ever-shrinking window of opportunity gets blown away like the final leaves of autumn.

Today was the day to put the Miata to rest until spring. The Alfa, on the other hand, is still up on four jack stands as it patiently waits for me to complete the brake overhaul I started during the summer. The only accomplishment today in the Alfa’s favor was funneling a few ounces of Sta-Bil into the tank. I can’t start her up, because the battery positive cable and carburetor intake plenum have been temporarily displaced. We’ll save the rest of that story for the next post about the brakes.

Back to the Miata: my routine for winterizing this car, or any of my cars, is fairly simple. Unlike some friends who keep their collector cars “at the ready” should we get a sunny dry day above the freezing mark, I believe in putting them down with the intent of not starting them again until spring returns. The tasks to reach that goal are: add air to the tires; fill the tank and add fuel stabilizer; dissuade critters from making my car their winter getaway; connect the battery charger; and cover the car to protect the paint.

 

TIRES

Tire flat-spotting is a potential problem with any car, even one that sits only for a few days. The issue seems to vary among tire brands. When I bought my Acura TSX, the tires on it would be flat-spotted every morning. It took 2-3 miles of driving for them to warm up and stop going “thump-thump-thump”. A car which sits all winter is especially prone to this problem.

Like everything else I’m recommending, there is more than one solution. I’ve read that you should remove all the tires from your vehicle (necessitates jack stands) and store the tires on a wall-mounted tire rack (takes up extra space). You can buy cradles designed to go under each tire which distribute the car’s weight more evenly along the tread (more cash outlay, and I’ll need to store the cradles when not using them).

The sidewall indicates maximum tire pressure of 51 psi; I aimed for 45.

My method, which I’ve used for almost 20 years, is to over-inflate the tires and just let them sit. The extra air supports more weight, and it costs nothing other than about 10 minutes of work. I check the tire sidewall for the tire manufacturer’s maximum tire pressure, and aim for a number about 5 psi below that. Come spring, I bleed the tires back down to the vehicle manufacturer’s recommendation, and drive off without any thumping. Tires I’ve treated like this have never flat-spotted.

My cost-effective method to prevent flat-spotting

 

FUEL

Modern fuel will go bad in about 6 months; it’s been said that the ethanol in today’s fuel only exacerbates the problem. Besides the fuel turning to gel, condensation (from minuscule amounts of water in the fuel) can end up on the tank’s walls and cause corrosion.

A fresh bottle of Sta-Bil awaits my use. Note the forlorn Alfa in the background.

There are two good solutions for the condensation issue: store the car (or lawn mower, or snow thrower) with a full tank of gas, or with a completely empty tank. My lawn equipment, with its pint-sized plastic tanks, easily lends itself to the empty tank approach. But I do the opposite for the cars, because I don’t want to expose the remainder of the fuel system to whatever debris is likely lounging at the bottom.

Once opened, the contents are good for 2 years. Sta-Bil provides a spot for noting start date.

I’ve written before about fuel stabilizers; there are a few different brands, and I’ve been partial to Sta-Bil by Gold Eagle, simply because I’ve been using it for years and it works very well for me. One necessity with any fuel stabilizer is to run the engine for at least 5 minutes AFTER you’ve added the stuff, to circulate it through the rest of the fuel system. I’ve one more trick, and that is to add the Sta-Bil to the tank before filling it up. As fresh fuel is added, it mixes the two, and the drive back from the filling station usually suffices to distribute to good stuff through the carbs, injectors, and what-have-you.

Sta-Bil was added with tank one-quarter full, after which it was topped off

 

CRITTERS

The good news is, I have a 3-car detached garage in the yard next to my house. The bad news is, I have a 3-car detached garage in the yard next to my house. I joke; there is no bad news. Except sometimes, critters, mainly field mice, want to see my collection. They think it’s cute. I don’t think they are cute. While no real damage has occurred, I’ve caught a few of them in there. They are not welcome. Rather than catch them, I’d sooner discourage them from entering. Through the years, I’ve used bait, traps, dryer sheets, mothballs, and black pepper, to varying degrees of success. Last year, the black pepper approach seemed to help, but it was loose on paper plates, and invariably, I would kick the plates and scatter the pepper about.

McCormick calls the coarse ground “table grind”

My wife came up with this suggestion: she offered to buy “potpourri” bags, like you’d use in the house for scented objects. (She got them in Michael’s in the bride’s section.) I bought an institutional-sized container of black pepper from Costco (get the coarse ground, not the fine), and filled a dozen bags with pepper. These went into the interior floor, trunk, and engine compartment. My entire garage smells like pepper (it’s better than mothballs; the one time I used them, the odor lingered for almost a year). As long as I spot no signs of toothsome damage, I’ll consider the pepper bags a success.

Potpourri bags are now pepper bags

 

BATTERY

Again, there are multiple approaches for off-season battery maintenance, and none of them is wrong. What’s important is that your battery charger offers a trickle-charge function so the battery does not overcharge and boil over. The Battery Tender brand has been my choice, simply because that was the first one I bought. I now own several.

Lights on Battery Tender are only thing to monitor

I used to remove the batteries from the cars and arrange them on a shelf, connecting each one to a separate charger. (If you have multiple cars, and access to a wall outlet is an issue, there are trickle chargers designed to charge an entire bank of batteries.) I’ve now decided that there is no advantage to taking the battery out of the car; it’s just more work. However, I disconnect the negative cable to isolate the electrical system during charging. Once the terminal clamps are connected and the unit is plugged in, my work is done.

 

COVER

Before working at my current employer, I didn’t believe in car covers. Somehow I was convinced that they did more harm than good. Then I researched some of the better covers that we sell, and did a 180 on them. My brand of choice is Covercraft: the fit is excellent, the materials are top-notch, and there is a good variety of covers at different price points. Once the tires, fuel system, battery, and interior are treated, on goes the cover.

The first day of spring next year is Friday 03/20/20. I’ll be OK with it if Mother Nature wants to usher it in a week or two sooner, so I can undo all the above and take the Miata on its first spin of 2020.

 

Until next year….

 

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