Car magazines and books are a weakness of mine. My automotive library hold hundreds of car books, and hundreds of various magazine titles. I’ve written in the past of the Car & Driver collection which extends back to the early 1960s. Every year for the past 30+ years, when attending the Carlisle and Hershey flea markets, I am on the lookout for a hardcover or softcover treasure to take home.
Several years ago, a visit to a “$2 bargain bin” at Carlisle yielded this treasure: Truemagazine’s annual Automobile Yearbook, with none other than Uncle Tom McCahill on the cover. (True, also known as “True, The Man’s Magazine”, was published from 1937 to 1974 by Fawcett Publications. During the 1950s, famous automotive author Ken Purdy was its editor.)
The year 1960 was a watershed year in the U.S. car business, as the Big Three domestic manufacturers each introduced a compact car to fight the growing import car invasion. One vehicle each from GM, Ford, and Chrysler made the cover, but the only compact to do so was the Corvair. Note the picture caption: by mentioning “rear-engine”, perhaps it was seen as Detroit’s best shot to beat Volkswagen at its own game.
The article “Detroit: 1960”, written by McCahill, summarizes the market-share drubbing the big boys were facing, and not just from the imports, but from Rambler and the Studebaker Lark too. As the decade was dawning, these executives were counting on the accuracy of their prediction that the compacts would account for 20% of the new car market. As we know now, it was impossible for them to see what else was in store: intermediate-sized cars, pony cars, government regulations, and further penetration by non-American makes.
Uncle Tom always had a way with words. In this article, he spews out some beauties, such as “… opinions as to what percentage of the market these small cars will pull are as wild as a Third Avenue saloon on Saint Patrick’s Day”; “… good imports …. appear to be put together by guys who really liked what they were doing and not counting the days until their next strike”; and “… 1960 promises to be the wildest year since Louis Chevrolet sat on a bear trap”.
Imports were still viewed as a separate category, deserving of their own story. “The Report on the Foreign Cars” article highlights the tremendous rise in market share, which increased from 1.65% in 1956, to an anticipated 10-12% by the end of 1959.
More telling is this list of the “25 Best Selling Imports as of Jan. 1, 1959”. Number One is no surprise. But the 2nd best-selling car in America was French?
To those who may be seeing data like this from the late ‘50s for the first time (or for those who have not seen this in a while), there are two surprises: one, the relatively low positions of future German giants such as Mercedes-Benz (14th), BMW (19th) and Porsche (22nd); and two, the complete lack of any Asian brands in the top 25 positions.
Indeed, the vehicular landscape would change again (and again). No one would have predicted that England, which held FIVE of the top ten positions, would all but disappear from the ranks. Borgward outsold Jaguar AND Saab AND Alfa Romeo? Really?
No car magazine from this time period would be considered complete without an article on safety. This excerpt is surprisingly accurate in listing energy-absorbing bumpers, headrests, safety belts, roll bars, and crash-absorbing front structures as features which would save lives. But it would take an act of Congress (the 1966 Motor Vehicle Safety Act) to get many of these features installed. I’ll leave it out of the discussion whether that was because consumers wouldn’t pay for them, or because the car makers preferred to emphasize styling and horsepower.
AND, no car magazine from this time period would be complete without an article about… flying cars! (There was an obvious lack of articles from the 1960s about the Internet.) Perhaps it’s best these never came to pass – imagine the issues if pilots were distracted by their cell phones.
EPILOGUE: The Milesmaster Fuel Pressure Regulator, only $6.95, guaranteed.
Scans are from “TRUE’S Automobile Yearbook for 1960”, which is in the author’s personal collection.
Mecum Auctions came back to Harrisburg PA for the third consecutive year, and held its auction event at the Pennsylvania Farm Show Complex on July 21-23, 2016. Your correspondent was in attendance, also for the third year running, and while external appearances were roughly the same, the men and women of Mecum have been hard at work on incremental improvements.
Mecum builds the same set at every auction
Two years ago, parking was confined to off-site lots which required shuttle buses to usher attendees back and forth. Food was only available from counter service inside the building, with limited menu choices. Signage everywhere was poor, leaving many to wander and wonder which way to turn.
YUGE video screens always give you current bid
This year, ample parking was available within the Complex parking lot itself, allowing one to be inside within minutes. Food trucks lined the back parking lot, offering the traditional burgers and chicken, plus crab cakes, po’ boys, pizza, and Greek gyros. Not only were large signs posted everywhere; upon entry, all who paid admission (NOT just bidders) were handed run sheets, maps, and daily programs. The improvements were palpable, and it reinforced the juggernaut that Mecum has become in the collector car auction business.
Good crowd, plenty of seating, and A/C
The quality of the consignments seemed rather consistent each of the three years, although this year, there were fewer of the vehicles that light my fire (original and/or unrestored American cars, and European sporty cars). The field was heavy with hot rods and resto-mods, and of course, the always-expected Mustangs, Camaros, and Corvettes (as my friend Larry said of them, “the backbone of the hobby”). The latter three models easily comprised about 20% of the total offerings.
The queue on its way to the block
Sitting through two complete days of across-the-block auction action, the room was almost constantly abuzz. Real bidders were bidding, and most cars generated a high level of excitement. When that seemed to wane, Mecum seemingly just turned up the volume on the already-blaring PA system to make sure you were awake.
A recent distasteful trend: well-restored cars with modern wheels
Sell-through rate appeared strong (SWAG: 70%), helped by Dana himself arm-twisting owners on the spot to drop their reserves and close the deal. Are some prices off their highs of one to two years ago? Yes. Is everything selling at distress-sale levels? Absolutely not. To those who think that the collector-car hobby is in a slump, I hold up Mecum Harrisburg 2016 as Exhibit #1 that it is not. And if it was slumping, it has bounced back with a vengeance.
Mecum staff excellent at organizing cars in staging tent
Below, in lot number order, are my thoughts on an varied group of cars and trucks which were interesting to me. You, no doubt, would have chosen 14 different vehicles to profile. Let me know which of these, if any, you would have bought for the price.
LOT T41, 1977 MERCEDES BENZ 450-SL
Condition estimate: 2+
SOLD for $15,500
This generation SL is hot right now, especially the 450-SLs from the late ‘70s like this one, and the final 560-SLs. Many of the ones we see at auction are dogs; this one was decidedly not. Price was not a bargain, but fair for a very presentable Benz. This car can likely be enjoyed and then sold in several years for the same or a little more.
’77 MB 450SL, blue on blue
Interior clean in complementary blue
Soft top looks good
T114.1, 1985 BUICK RIVIERA
Condition estimate: 4
SOLD for $2,000
The scene on the auction block was something I’d never witnessed before. As the car came up, “auctioneer A” could not get a single $1,000 opening bid for it. He asked, begged, cajoled, screamed, and pleaded, all in vain. There was a long pause, and (this was the novel part) Jimmy Landis, Mecum’s well-known town crier, grabbed the microphone and said “let me try”! But still no bids. Jimmy turned to the owner, and into the microphone, said “sir, nobody wants your car!” Finally, someone in the crowd, recognizing that they could buy a running, driving, V8-powered American automobile for cheap, bid $1,000, then $1,500, then $2,000, at which point Jimmy screamed SOLD!!! This entire process took the better part of 10 minutes.
We checked out the car later. The sides were laser-straight, but the black paint on the roof was a little sketchy. The interior was not trashed, and it all seemed to be there. Someone got a driver for very little money.
Riv from the front
Riv from the rear
Interior seems fine
T136, 1972 GMC PICKUP TRUCK
Condition estimate: 3-
SOLD for $12,500
There were a large number of GM pickups from this generation (’67-’72) at the auction, most of which were either restored to #1 condition or were rodded. This was one of the few that appeared to be original and unrestored, and the truck had an honest vibe to it. The price seemed to favor the buyer; a few thousand more would not have surprised.
Very period orange & white
Decent engine compartment
Houndstooth, just like a ’69 Camaro
Bed likely was protected by cap
T140, 2002 JAGUAR XK8 COUPE
Condition estimate: 3-
SOLD for $7,000
Jaguar XK8 convertibles outsold their coupe counterparts 10 to 1. Coupes are therefore thin on the ground, and it was nice to see one. However, as I sat in the driver’s seat, “crumbs” appeared on my shirt. Looking up, I saw…. that the car had no headliner. This selling price (no reserve) seems fair, but don’t forget to factor in the parts and labor for a headliner.
Nice to see an XK8 coupe
We’re told these engines are strong
Interior looks good until…
you look up to see this
T142, 1993 CHEVROLET CORVETTE COUPE
Condition estimate: 2
SOLD for $13,500
Green over tan is popular on MGs and Jags, but not to everyone’s taste on America’s Sports Car. The car was clean and purportedly very low miles. Price was a bit higher compared to what we saw at Carlisle just 3 months ago; are C4s on the way up?
Sit on the tire to service it
Dark green paint has held up
As has sharp beige interior
T154, 1984 PORSCHE 944
Condition estimate: 2
NOT SOLD AT $15,000 HIGH BID
As Porsche 911 prices climb beyond a reasonable level for the average collector, other Porsches gain interest. Several years ago, there was no such thing as a five-figure 944. This car, from the model’s third year of production, was highly optioned, and in an attractive and rare color. But it’s the later 944s which are getting bucks in the mid-teens. This car should have sold at this number.
Grey metallic unusual & striking
Dash design was about to change
The 944 look has grown on many
T172, 1995 JAGUAR XJS COUPE
Condition estimate: 2
NOT SOLD AT $10,000 HIGH BID
The 1991 redesign of the XJS actually improved its looks, at which time, the introduction of a 6-cylinder engine and a full convertible meant most were built that way. That makes this late 12-cylinder coupe rare, but as we know, rare does not always equal valuable. The bid price seemed close enough to me, but not to the owner. One would guess we were no more than a few grand away from the reserve.
By ’95, bumpers were color-keyed
and spoiler adorned deck lid
T263, 1968 CHRYSLER IMPERIAL
Condition estimate: 3-
NOT SOLD AT $7,000 HIGH BID
“I got me a Chrysler it’s as big as a whale” sang the B-52s, and it certainly applies here. This car was fascinating on many levels: its size, originality, color scheme, and details like a shrouded dash with hide-away radio panel. This car was American late ‘60s luxury at its finest (if only it fit in my garage). A weekend spent detailing the land yacht (especially underhood) might have garnered a sale price a thousand or two more than the high bid.
Big and heavy from any angle
Back shows vestigal fins
Pic can barely capture expansive dash
Biggest letdown was engine compartment
F25, 1959 AUSTIN-HEALEY SPRITE
Condition estimate: 4
NOT SOLD AT $13,000 HIGH BID
All my friends know that I like small cars, and I’ve always been smitten with Bug-eyes. Sitting in this one, I was appalled at the complete lack of attention to detail. The overall vibe was of a car that was quickly slapped together for resale. Bug-eyes routinely trade in the $10,000-20,000 range, depending on equipment and condition. I don’t know what shocked me more: that the bidding reached $13,000, or that the owner didn’t grab the money and run.
Don’t be fooled by glossy red paint
Plenty of loose parts & overspray
Shiny but needy
F33, 2000 PORSCHE BOXSTER S
Condition estimate: 2-
SOLD for $12,500
The color scheme, bright yellow with a BLUE cloth top and black interior, turned me off, as did the automatic transmission. There are too many other choices among used Boxsters to rate this as anything but on the expensive side for a late model play toy.
Windshield proclaims low miles
Black interior clean, but gets hot
First gen Boxster styling has held up
F38.1, 2002 JAGUAR XKR COUPE
Condition estimate: 3
NOT SOLD AT $8,000 HIGH BID
The XKR is the supercharged version, and this car (complete with headliner) deserved more. The miles were relatively high at 85k, but a mid-teens sale price would still be fair.
2nd XK-coupe at this auction
Coupe’s hindquarters look better
Jag has expected leather & wood
and has its headliner in place
F80, 1965 FIAT 600
Condition estimate: 3
SOLD FOR $13,500
I fell in love again with an Italian redhead, but compared to last year’s 2-cylinder job, this girl runs a 4-banger and is water cooled. Thinking I might steal it if bidding stayed under $10k (hey, this audience is here for ‘murican muscle), bids quickly exceeded that and was hammed sold at what is admittedly a fair price. Just don’t take it on the Turnpike.
What a cute face
Picnic basket corny but effective
Lots of room for everyone
4-cylinder longitudinally mounted; radiator on side
F140, 1957 FORD THUNDERBIRD
Condition estimate: 2-
SOLD for $34,000
The windshield decal claimed that the car has had the same owner since 1969, which seemed to play in this car’s favor, as it gave the appearance of a car that has been well-kept while still being enjoyed. Two-seat T-Bird prices are all over the place; as the final year of the first-gen car in an attractive color, I call this well-bought.
Clean & straight engine compartment
White soft top looks nice over yellow
Dash attempts to convey sportiness
LOT F215, 1957 BMW ISETTA
Condition estimate: 1-
SOLD for $25,000
There’s one at every auction – this one was in the frequently-seen two-tone combo of red and white. It appeared somewhat over-restored, save for some orange peel on the door. I spoke to the owner, who acknowledged that he might be out of his element with this audience, then confided in me that he needed to get $30k for it. I guess Dana changed his mind, because the hammer dropped $5k light.
Most disconcerting were the rust bubbles forming at the base of the windshield pillars. The upholstery was starting to wear, and oil consumption was rising. It was around this time that I began to think about a replacement vehicle, and another new Volkswagen was at the top of the list. The Scirocco had always been appealing, but the 1st generation car was tight inside, especially in the all-important hatchback area. The ability to carry my drum set was a top priority. Sometime in 1981 I learned that the Scirocco would be restyled for the 1982 model year.
My attempt at an artsy Scirocco shot.
In December 1981 I visited Douglas VW in Summit NJ, which was about a mile from the Volvo dealer where I was employed. They had the new Scirocco on the showroom floor, and I was smitten. Admittedly, the exterior styling was a letdown compared to the previous version, but the interior more than compensated for this. The dash, sport seats, upholstery, and ample trunk space were all factors in its favor.
The all-important sales order; seems cheap now, but not in 1981.
Then I looked at the Monroney label. This new car stickered for over $10,000. It seemed like yesterday that I paid $3,599 for the Rabbit! The sticker shock was the result of rampant inflation, as well as a long list of standard and optional equipment which was not on the Rabbit: factory air, AM/FM/cassette radio, alloy wheels, rear wiper, and metallic paint. The Scirocco was a 5-speed, while the Rabbit made do with four, so I also expected fuel mileage to be a tick better.
After test driving the vehicle, I selected a car in stock with silver paint and a red plaid cloth interior. The Rabbit was sold for $1,000 to one of the techs at the Volvo dealership. My car insurance at the time was with Allstate, and they had sent me blurbs that they financed new car purchases, so I “conveniently” (and blindly) arranged a car loan with them.
It’s not clean, but I was on a road trip.
Shock #2: the interest on the loan was 18%! Yes, I was in the car business; no, I was not savvy in the ways of new car purchases. Nevertheless, I wanted this car badly, so I plowed ahead and made the monthly payments.
Compared to the Rabbit, there was much to like. As mentioned above, the interior was especially plush. The sport seats fit me wonderfully. This car, lower than the Rabbit, handled better. I had A/C for the first time since the 1966 Buick. However, several design features did not put VW in the best light, and it took driving in the elements to discover this.
That’s me on the left, visiting college roommate Eric, summer ’84. Beards were in.
First, the front wiper. Yes, singular. The ’82 Scirocco had a single wiper, likely as a styling statement. It looked cool, but didn’t work well. As is the standard for left-hand-drive cars, the wiper parked on the passenger side, and wiped up and toward the left side of the car. The single blade’s tip would reach the middle of the left A-pillar, and would leave two large triangles unwiped in the driver’s line of sight. Several model years later, VW went back to two front wipers on the Scirocco. (Mercedes-Benz would solve this problem with an articulating wiper.)
Another artistic angle, this time with fall foliage.
The other issue was the standard rear spoiler, which sat several inches above the lower edge of the hatch glass. In the winter, this spoiler served as a catch for snow. Although the car had a rear wiper, it couldn’t remove the snow that piled up on the spoiler. If I were driving while it was snowing, the backlite would eventually become covered. My solution was to unbolt the rear spoiler for winter driving.
My excuse is, the photographer asked me to pose like this.
Other than these issues, this VW was as reliable as the first one. By 1986, there were over 100,000 miles on it, and I was ready for a replacement, but wanted to save money by buying something used this time. The Scirocco was advertised locally and sold to a young woman. I could not have known that it would be twenty years before I would again step into a new car dealership and purchase or lease a brand new car.
Display cars in the parking lot, with TD Bank Ballpark in the backgroud
Friday, July 8, 2016 was Collector Car Appreciation Day in the U.S., the seventh year in a row that such a date was recognized. The date was designated as per a U.S. Senate resolution which was passed with the support of various auto hobby lobbying groups, most notably SEMA (Specialty Equipment Market Association).
As part of this celebration, the New Jersey Region of the AACA (Antique Automobile Club of America) co-sponsored a car show held in the parking lot of the TD Bank Ballpark, the home stadium in Bridgewater NJ for the Somerset Patriots baseball team. This show was held on Sunday, July 10, 2016.
Another view of the cars on display.
Turnout among NJ AACA members was impressive, with 20 cars from the club on display. The Street Dreams Car Club had also been invited to participate. Their cars and trucks leaned toward newer and /or modified, but not exclusively so. In total, there were close to 50 vehicles in the show. Ballpark employees roped and coned off a section of the lot, allowing us to park together, and game spectators meandered the aisles, enjoying the vehicular variety.
The Street Dreams club cars were mostly at the other end of the lot.
The parking lot show started at 3pm, and the ball game was scheduled to begin at 5pm. Around 4 o’clock, word went out that we all should start our cars and get into a queue near the back of the lot. A large gate swung open, and every show car was allowed to drive one parade lap completely around the field’s warning track. This Alfa Romeo owner had his wife, step-son, and two granddaughters in the car (FIVE occupants, a world record), and we thoroughly enjoyed the chance to see the ballpark from the vantage point of a vintage automobile.
A true family affair. Yes, we all fit into the little Italian job.
At the conclusion of the parade lap, we all returned to the parking lot, and most of us entered the stadium to enjoy a little baseball. This was the first time that the NJ AACA helped conduct such an event, and I understand that the club has already decided to make this an annual occurrence.
A ’55 T-Bird, first year of production.
A ’64 T-Bird, one of the last of the so-called collectible Birds.
This ’66 Mustang is a 1st generation car.
By 1968, the Mustang’s size grew.
But by ’73, it was yet another size larger.
Older FoMoCo cars included this ’50 Ford
… and this ’50 Mercury.
This 1952 Hudson Hornet was immaculate.
Its trunk carried this stylized badge.
The styling similarity between the ’50 Mercury and ’52 Hornet is obvious from the rear.
Fifties GM cars included this ’50 Olds,
this 1954 Chevrolet,
and this unrestored ’56 Pontiac.
This 53 Cadillac is huge from any angle.
It looks especially wide from the front.
In length, it takes up more than a modern parking spot.
The owner of this ’56 DeSoto has a sense of humor (but it really does have a Hemi).
The author’s 1967 Alfa Romeo was the only non-American car in the show.
In August of 1978, bored silly after 11 months in my office job, I answered an ad in a local newspaper. A car dealership was looking for apprentice mechanics – “willing to train”, it said.
My one and only interview was with the dealer’s service manager. Jerry Miller told me that he was an engineer, but preferred working around automobiles. He seemed impressed that I had a Bachelor’s degree, and inferred that he and I would be the only college-educated people there. Assuring me that my pay would be “x” dollars per hour, he hired me. I gave two weeks’ notice to the Department of Labor, and, shocking my family and friends, announced that I was entering the car business to work as a mechanic (the term “technician” was not yet in vogue).
The dealership was Autosport, in Somerville, NJ. The store sold and serviced Volvos, Hondas, Alfa Romeos, and Holiday Rambler motor homes.
I used the fob on the left for years. Today, at the same location and same phone number (different area code), is Bridgewater Volvo. “Autosport” continues as a stand-alone Honda store across the street.
My first day on the job, Jerry said that there were ten mechanics, in two teams of five. One team primarily worked on Volvos, the other on Hondas, with the Alfa and motor home work shared between the two. He looked at me and said “I will put you on the….Volvo team”. Funny how one seemingly simple decision, made by another, can cast your fate.
I walked over to the Volvo side of the shop, and waited for the Volvo shop foreman to arrive. About 30 minutes later, a clapped-out Mercedes-Benz sedan with faded blue paint bounded into the parking lot. Behind the wheel was a dark-haired man, about 10 years older than I was, somehow holding both a cigarette and a cup of coffee while driving. He meandered into the building, and being the amicable Irish chap he was, stuck out his hand and said “Hi, I’m Andy Finnegan. Welcome”.
Misunderstanding #1: I’d be supplied tools and a toolbox by the dealership.
As I recall, I asked few questions during the interview, and made many assumptions, some of which turned out to be false. For example, this naïve 24-year-old thought that dealerships supplied tools.
Andy: “Where’s your tool box?” Me: “You guys give me one, right?” Andy: “Nope”.
After work, I drove to the local Ace hardware store and bought their house-brand tool box. Just an upper chest, I likely paid around $75 for it. My dad, none too happy about this career change as it was, gave me a small supply of tools to augment the only ones I did own, which was a set of Craftsman ½” drive metric sockets. (Thinking I was set with the metric stuff, I soon found out that most Volvos used SAE-size hardware.) Andy kindly let me use a rolling cart to serve as a place to put my tool chest.
The “Master Mechanic” label forced me to endure much ribbing. The missing red paint was caused by bench-bleeding a master cylinder and shooting a spray of brake fluid against it.
Misunderstanding #2: I’d be working only on cars.
About two weeks into the job, I was handed a Repair Order (RO): “Customer states that shower leaks”.
Huh?
Oh, right, this must be one of those Holiday Ramblers. At least it would be easy to find in the lot. Entering the motor home, I was greeted with piles of dirty dishes and dirty laundry. The shower looked like it had not been cleaned in several months. I got Andy, who said “I’ll take care of this”. He complained to the Service Manager that “car mechanics” were not going to service someone’s unkempt mobile residence. I was never again given an RO for a Holiday Rambler.
Other unexpected jobs included spraying undercoating onto the underside of new Hondas (without a mask), and painting the service shop floor.
Misunderstanding #3: I’d be making my hourly pay rate times 40 hours per week.
Two months into the job, I considered quitting. The work was much more difficult than I had imagined. Under the flat-rate system, I was supposed to find the car, diagnose the problem, procure the parts, complete the repair, and perform a road test, all within a published book time. That rarely happened for me. My preferred approach was to grab the Volvo service literature and page through it, looking for possible solutions. This was not how to make money.
My hourly rate, had I been able to earn 40 hours’ worth of it, would have been roughly equivalent to my previous job’s pay. In reality, I was earning about 25-30 hours a week. Without Andy there, I would have earned even less. Then, six months into my employment, Andy quit.
He told me he had gotten a job as a “Field Technical Specialist”, or FTS, at Volvo Cars of North America. I was devastated, and had no choice but to latch on to the new Volvo team leader, who, while also helpful, was no Andy. However, Andy’s career change gave me the idea that down the road, such a move could be possible for me.
At least the dealership gave me formal training. Six times in 1979, I attended Volvo service training at the Rockleigh headquarters. Many of my service training instructors later became colleagues.
The Volvo Service Training Passport. Earning a sticker was a badge of honor.
As time went on, my skills did improve. I got a loan from the Snap-On tool guy, bought a roller cabinet, and soon had just about all the tools I needed. I even started to enjoy the work, although I was no Class A mechanic. Some of my mishaps were quite humorous.
My favorite story concerns the Alfa Romeo Alfetta I brought in for recall work. Alfa had announced a recall on its catalytic converters, which at that time were filled with coated pellets. The recall was necessary because the converters had not been completely filled at the factory. The repair was simple enough: unbolt the converter, remove the plug at one end, get the box of pellets from the parts counter, fill up the converter, and put everything back together.
My job complete, I let the car idle in my stall while I wrote up the repair on the back of the RO. Suddenly, the guys across the aisle started to yell. “Hey, Reina, your car is shooting at us!” What? I walked around and saw small white objects leaving the car’s tailpipe. Back at the workbench, I found the plug which I had forgotten to reinstall – the car was shooting its catalytic pellets like a BB gun. I needed to do the job all over again, and, bear the wrath of the Parts Manager (“this box of pellets costs us $1,000!”). Talk about not making flat-rate….
A year into the job, the Sales Department was abuzz because Jerry Lustig, the dealer principal, was going to add a nameplate to the showroom: Autosport had signed up to become a DeLorean dealer. In anticipation, the Sales Manager printed business cards with his name. Alas, it never happened, and whether that was due to Jerry L. or John Z., I wasn’t there long enough to find out.
A DMC business card; collectible?
Autosport never became a DeLorean dealer
Two years after starting at Autosport, it was time to find the next opportunity. Andy had told me about a Volvo dealer where, he had heard, service was run more smoothly. Walking in cold off the street, I applied for a job as a B tech at Smythe Volvo in Summit NJ, and was hired. When I left Autosport, my take home pay was not much more than when I started. As a tech at Smythe, I would be paid hourly; their technicians did not work flat rate. That was fine by me.
A portrait of the mechanic as a young man. Note the hipster pocket protector.
My first two years wrenching on cars were like a college education all over again. I learned as much on this job as I had learned in four years at the university. Best of all, the skills I acquired have stayed with me and have been put to good use working on my personal and hobby cars.
Thank God for my time with Andy Finnegan. He was late every day, smoked like a chimney, and regularly mouthed off to the boss. But he patiently helped me every day he was there, and taught me everything he knew about Volvos and car repair in general.
Years later at Volvo corporate, Andy and I became colleagues, and although we did not work directly together, we kept in touch. About ten years ago, he became quite ill and passed away. Before he left us, I visited him and told him how much I appreciated what he did for me. To this day, when working on any of my cars, he’ll cross my mind. I feel that I owe my career to him.
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