Carlisle Auction Report, Fall 2016

October 1, 2016 RichardReina Auctions, Events Carlisle Auctions, Carlisle Events, collector cars

The good men and women of Carlisle Auctions worked very hard this year to put on an exceptional show for bidders, consignors, and attendees, and they succeeded. Compared to just six months ago, the improvements in organization were obvious.

**Prime meat gets to sit inside the Expo Center.**

For example, run sheets for both Thursday’s AND Friday’s cars were out early Thursday morning. (At the Spring 2016 event, Thursday’s run sheets were put out about one hour before the auction began.) For the first time, a large tent was erected to showcase some of the higher-end cars, and the tent had a pass-through directly to the main building.

**A tent! Welcome to the big leagues, Carlisle.**

The quality of the consignments seemed better to this observer, with fewer late-model “just used cars”, and fewer highly-modified rides which have limited appeal. The proof of the higher-caliber merchandise showed in what is guesstimated to be an 85% sell-through rate, much better than their recent auctions. Perhaps Mecum’s presence in Harrisburg has caused the organizers to step up their game.

The one thing the auction team could not control was the weather. After an entire summer season of hot, dry days, Mother Nature decided that Fall Carlisle would be an excellent time to bring in the rain. Fortunately, the forecasters were slightly wrong, as Carlisle only had a bearable on-and-off drizzle.

We’re trying a novel way to report sales, and that’s by grouping sold units in price ranges. Some of the notable no-sales are also reviewed below. As always, click on any photos to enlarge them, and your comments are welcome, especially your thoughts on which cars were good deals.

UNDER $5,000

Lot #T103, 1990 Chrysler TC by Maserati, Red with tan leather, removable hard top, 92,000 miles, V6.

Sold for $1,800.

Exterior showed no glaring defects, interior very worn. The collector world does not want these. If you bought it, you could tell your friends you bought a “Maserati” for under 2 grand. Be thankful they didn’t name it The Lido.

Lot #T104, 1978 Pontiac Catalina station wagon. V8, automatic. Bland blue in and out. Shows a believable 74,539 miles. Worn, but not worn out.

Sold for $1,900.

With styling as bland as could be, and colors which do nothing to overcome that, this was still a steal for any fans of GM long-roofs. Looked like it had lots of life left.

Lot #F311, 1999 Mercedes-Benz SLK 2-door retractable hardtop-convertible, silver, black interior, V6, automatic, 147,000 miles.

Cheap until the first expensive part breaks — **The Mercedes SL as mini-me.**

Sold for $3,300.

So cheap, you could drive it for a year, and once something big broke, just throw it away.

Lot #T111, 1974 Buick Riviera, gold metallic paint. Interior once was beige; someone thought it a good idea to install red velour seats. Mileage reads 74,539, could be real.

Sold for $3,300.

First year Riv after the controversial boat-tails, now with quite a conservative look. Even at this price, this is only for the true Buick aficionado. No extra charge for the bumper sticker.

Lot #T114, 1978 Ford Granada 2-door, triple green, 22,000 original miles. Looks brand new.

Sold for $4,250.

Someone salted this one away. Among the many cars at this auction claiming low miles, this Granada was one of the few that looked the part. Even though I like green, I can’t get over that interior shade. So you bought this for under $5,000 – what do you do with it?

$5,000 TO $10,000

Lot #T131, 1978 VW Beetle convertible, orange, white top, white painted alloy wheels, black vinyl seats.

Sold for $5,750.

While I did not examine this car closely, it appeared to be solid, with good paint and a good top. The white painted wheels must go, but that’s an easy fix. Sold for about half book price, perhaps because this audience wants muscle cars.

Lot #F304, 1993 Chevrolet Corvette coupe, black on black, 6-speed manual, 48,000 miles, correct factory alloy wheels. Driver’s seat bolster appears to have been repaired. Rubber doorseals, a typical C4 wear problem, look good here.

Sold for $6,600.

A true auction bargain, perhaps because it was the 4th car across the block on Friday. The black paint looked great, and the interior, not a strong point on these, showed somewhat normal wear for the miles. Can C4 prices go any lower? This is a car you could daily-drive for 3 seasons a year and simply not worry about values. Well bought.

Lot #T141, 1989 Porsche 944 coupe, white, blue leather interior, sunroof. Phone dial wheels, stick shift, 68,000 miles.

Sold for $6,700.

Bland color combo didn’t create much excitement. No obvious faults. If you want a Porsche and can’t swing $40k for a 911, here’s your entry point.

Lot #T137, 1964 Studebaker GT Hawk, brown metallic, tan vinyl interior, buckets. 289 V8, automatic on the floor. Driver’s door won’t shut. Repaint OK with some overspray, some orange peel. Instrument cluster dirty and worn. Full wheel covers, whitewall tires. Hood fit off on both sides. 22,175 is odometer reading, likely on second trip around.

Sold for $6,750.

One of the bargains of the auction, IF you wanted a Studebaker. (My book shows $15k for a #3 condition car.) Color may have been a turn-off, but I liked it. (My Catalog of American Car ID Numbers 1960-69 lists a Bermuda Brown Metallic as a factory paint choice for 1964 Studebakers.) Even with its minor faults, this is a unique, fun 2-door which can be improved without getting upside down.

Lot #T119, 1965 VW Beetle 2-door sedan. Sand color, black vinyl seats, grey carpet. Correct VW wheel covers, blackwall tires. What few shiny bits are on the outside look OK. Odometer reads 88,848, sign on car claims those are original miles.

This was full instrumentation for ’65 VW

Sold for $7,200.

Among the half-dozen Beetles here, this was one which a) wasn’t modified and b) wasn’t rusted out. Sold for below book. Just don’t take it on the highway – a Touareg might not see you and will run you over.

Lot #T117, 1970 MGB roadster, British Racing Green, tan seats, painted wire wheels, black top. 66,655 on odometer could be first time around. Overall, a good-looking B.

Sold for $7,500.

MGB prices have risen lately; even the later rubber-bumper cars command values in the high-four figures. If there were no glaring faults, this was a bit of a bargain for a chrome bumper car.

Lot #F344, 1965 Ford Mustang 2-door hardtop, white, red interior. Six-cylinder, 3-speed manual, center console, aftermarket AC. Correct Mustang full wheel covers, white walls, odometer reads 89,000. Body gaps all look good. AM radio.

Sold for $8,000.

I was drawn to this car for its honesty. While an obvious respray, it was done in the original color, based on a look at the door jambs (which were obviously not repainted). The color combo was great. Both doors shut with a solidity normally not found on old Mustangs. This was potentially a mostly-original car that’s never been taken apart. At this price, this was the perfect entry-level hobby car for someone who claims that the market has priced them out. Or, just drop a 289 in it.

Lot #T125, 1963 Pontiac Grand Prix, red paint, black interior. Full wheel covers, whitewall tires. Windshield sign claims 389 4-barrell, buckets, console, A/C, power windows and seats. No further examination done.

1963 was 1st year GP was stand-alone model

Sold for $8,500.

An iconic GM personal luxury coupe, for the price of a used Kia. Maybe the market for these ‘60s full-size sleds is drying up. Get yours now.

Lot #F309, 1967 Pontiac Grand Prix coupe, gold, black vinyl roof, gold interior. Raised white-letter tires are out of place on 8-lug wheels. Driver’s seat and door armrest show significant wear. 400 c.i. V8, automatic, buckets, center console. Door jambs show rustproofing plugs which may have helped its survival. Chrome looks OK, sheet metal is straight; car has good bones. 03873 is odometer, presumption is that car has 103k on it.

Sold for $8,500.

Here’s an example of a car which, if you were a phone or Internet bidder, could bite you in the tail, and it would hurt. This car looked, and was, solid and straight on the outside. The repaint was decent quality, and the vinyl roof was still attached at all four corners. When you opened the door, the contrast between the “gold” upholstery and “gold” paint was the visual equivalent of nails on a blackboard. An examination of the door jambs revealed the truth: the repaint was in a different, and decidedly incorrect, shade of gold. On a phone screen, you might not catch the difference. The sale price might just leave enough room for a respray.

Lot #T164.1, 2002 Jaguar XK8 convertible, dark blue, black top, blue interior, 32,014 original miles. Paint shows some slight swirl marks, driver’s seat has slight bolster wear. Jaguar alloys with blackwall tires. Interior clean and attractive. Top is cloth with glass rear window, again looks new. Looked incredible under the tent lights.

Sold for $9,600.

This was one babied Jaguar. The dark colors do not work for me on a convertible, but these XK8’s continue to be auction bargains. AND, no drooping headliner to worry about.

$10,000 TO $15,000

Lot #F336, 1971 Ford Mustang fastback, Grabber Blue, modified 351 V8, may not be original motor. 4-speed. Sign says upholstery is “custom”. Looks like a Mach 1, but it’s not. Consigner labeled car as “barn find”, whatever that means here.

**The Mustang immediately after crossing the block**

Sold for $11,100.

I did not inspect this car, but even if it’s a fakey-doo, it seemed to be priced fairly. These large Mustangs are not to everyone’s taste, but if you like this full-size styling, this was an affordable way to get into one.

Lot #T147, 1948 Willys Jeepster, 2-door roadster, yellow, black top, red & black interior. 4-cylinder, stick shift.

Sold for $11,500.

Cheeky. Everything “Jeep” is hot (or at least lukewarm) these days. I test drove one 25 years ago when the ask was $3,500. The drive was not reassuring. But the Jeep people I know don’t care. This one sold under book, so we’ll call it well-bought.

NOTABLE NO-SALES

Lot #T164, 1988 Ford Mustang GT convertible, 5.0 V8, 4-speed manual on floor. Dark red, red stripe, white top, red plaid cloth interior. Ford alloy wheels with blackwall tires. 41,137 miles on odometer looks believable. Luggage rack on rear deck, convertible top shows no flaws. A nice ’80s look.

NOT SOLD at high bid of $6,900.

This was a clean and unmolested Mustang. The interior was especially attractive in its red plaid cloth, and showed no signs of wear at all. Bid was light by several grand.

Lot #T166.1, 1956 Ford Thunderbird convertible, Peacock Blue, black soft top, blue and white interior, automatic. Wire wheels with wide whites. Website states that hardtop is included. Looks recently restored to a high standard.

NOT SOLD at high bid of $35,000.

Cosmetically, this car was stunning. I usually prefer the ‘55s (without the Continental spare) or the slightly restyled ‘57s, but this car had lots of eyeball appeal. Two-seat T-Bird values are all over the place. The top bid was a little light, but not by much in this market.

Lot #F337, 1989 Ferrari 348 TB 2-door, red, black leather interior, 5-speed manual in gated shifter. Outside unmarked. V8 mounted longitudinally making service much more expensive (engine out timing belt change). Odo is 6-digit affair, reads 026909.

NOT SOLD at high bid of $57,000.

From my experience, it’s rare to see any Ferraris at a Carlisle auction. The Fall 2016 edition featured four of Enzo’s finest. Given the stratospheric rise in prices of Ferraris from the 1950s and ‘60s, everyone else who owns a later car thinks it’s worth a million. This 348 is a prime example. My book shows a top (#2 condition) value of $42,000. If that $57k bid were real, the owner should have cut it loose.

Lot #F358.1, 1973 Jaguar E-Type 2+2 coupe, V12, automatic, sable brown, tan interior. Chrome wire wheels, whitewall tires. Exterior bright trim is dull. Some paint defects in rear quarters.

Series 3 cars have large grill, fender flares

NOT SOLD at high bid of $26,000.

See Ferrari 348 comments above – much the same applies to the Jaguar XKE market. These Series 3 cars, with their modified mouths, fender flares, and extended wheelbases, are not the first choice among those who want an E-Type. But with Series 1 prices approaching quarter-million for the nicest roadsters, the rising tide has lifted these boats too. On this car, some paint problems, a bland color, and the automatic may have held back the bidding. Oh, and the top doesn’t go down.

Lot #F373, 1979 Ferrari 308GTS, red, cream interior. V8, 5-speed manual in gated shifter. Ferrari alloy wheels are very dull, and ruin what is otherwise a nice exterior. Reported to be a Euro-spec car with 48,000 km (30,000 miles).

NOT SOLD at high bid of $65,500.

These Magnum P.I. cars couldn’t be given away five years ago; but the market has woken up to these as entry-level Ferraris, if there is such a thing. This one was OK – the dirty wheels were the biggest letdown. Some folks prefer the later fuel-injected and 4-valve cars (this one has Webers). The price was about where 308s are selling today, but this owner wants more. Not sure where he’s going to get it.

Lot #F363, 1967 Jaguar S-Type four-door sedan, 3.8L straight-six, automatic on column. One repaint in original white, red leather interior, chrome wire wheels, whitewall tires. Odometer shows 53,863 miles, consignor claims that’s original. Sign claims previous owner had car for 48 years. Wires are a little rusty. Dual gas tanks, “switch-over” switch on dash is taped, so only one tank working. Interior of leather, wool and burled walnut is to die for.

NOT SOLD at high bid of $28,000.

This car broke my heart. Once I sat in this car, I didn’t want to get out. While the outside showed a decent repaint in its original color, the interior looked (and smelled) all original. The combination of the leather seats, wool headliner and carpet, and walnut trim was intoxicating. One charming interior detail was a pull-out tray below the center-dash switches.

My book showed this car at $14k for a #3 condition car. I prayed that the audience would ignore it and that I could steal it for $10k. And here comes the heartbreak: the Jag had to be towed across the auction block (the only car in two days of attendance that needed such assist). I spoke to the owner: the ignition key was spinning in its cylinder, so, no crank. Then, to my shock, the audience bid this car to $28,000! What do they care that it won’t start! But did it sell at this number? No! The owner wanted more for this non-runner. I’m going back to German cars: What did that SLK sell for again?

A Boyhood Spent Building Scale Model Cars

September 18, 2016September 18, 2016 RichardReina Ephemera AMT, Auto World, Jo-Han, Monogram, MPC, Revell, scale model cars

If you were a boy in the 1950s or 1960s and were infatuated with cars, one of the best ways to get your jollies was building plastic scale models. Companies like AMT, Jo-Han, Revell, Monogram, and MPC were churning out 1/24 and 1/25 scale plastic model kits by the thousands.

As each new model year arrived, these manufacturers were able to quickly get your favorite new car onto your local store’s shelves. For $1.49, a 10-year-old boy didn’t need a driver’s license to bring home the car of his dreams. Once home, you could build the car exactly how you saw fit, whether 100% stock, or customized like your heroes George Barris and Gene Winfield.

There were a number of different model categories: “promos” were pre-assembled, with no opportunity for customization. “Snap-together” kits were for children or those with no patience. Smaller scale models, such as 1/43 scale, did not capture enough details to fulfill the fantasy. For me, it had to be 1/24 or 1/25 scale models, which required glue, paint, and skill to be completed.

Most of my kits were purchased at department stores like E.J. Korvette’s. But for spare parts, supplies, and tools, nothing topped the Auto World catalog. Auto World, a mail-order company based in Scranton PA, had us addicted and they knew it. I’d get the catalog several times a year, and I would order my paint, body putty, sandpaper, decals, custom grille sets, and tools (my all-time favorite was the electric knife which could cut through plastic bodies, allowing you to make opening doors, etc.).

While I rarely post links to other sites, this one from Hemmings’ blog is worth sharing: https://blog.hemmings.com/index.php/2014/01/24/remembering-oscar-koveleskis-auto-world/

My prime model-building years were from the ages of 9 to about 15. By the time I reached high school, I didn’t have the spare time to devote to this hobby. But the hobby had also changed: the last time I bought modeler’s glue (probably around 1970), the clerk would not sell it to me unless my mother came into the store with me (she did).

As each model was completed, it was proudly placed on a shelf in my bedroom with the other models. They sat there (undusted) all through high school and college. When I moved out of my parents’ house, they still sat there. Finally, when my folks moved, I packed up the models and stored them in the attic.

I’ve had five addresses between then and my current dwelling, and the models were never unpacked. A few years ago came the realization that it was time to let go. A new selling channel called eBay gave me the perfect opportunity to let other interested parties share in what had been mine.

Today, you can still find model car kits for sale, produced by many of the same brands. Almost all of them are manufactured in China. There’s plenty of online information and purchasing sites (Google “scale model car kits”). My guess is that it’s the older hobbyist who indulges, as it’s hard to imagine today’s youth interested in this when they are surrounded by electronic distraction.

The photos below were taken when I put the models online for sale. My biggest hope in sharing these stories and pictures with you is that they trigger similar memories if you were also a model car builder.

I had at least two models of mid-year Corvettes (remember that these were NEW cars when I built these models, and the world had yet to call them “C2”). The black coupe is a ’64 and was done completely stock. The unpainted ’66 white convertible was done up as a racer.

It was unusual for me to build a car “stock”, but that was how the ’65 Barracuda was done (except for the extreme rake). This too was left unpainted. I believe that the white walls were actually decals, and not molded into the tires themselves.

In what must be one of the most unusual models of all time, Jo-Han offered a ’66 Cadillac hearse, complete with, er, what hearses carry. I was especially proud of the copper paint used for the side curtains.

This 1967 Chevy pickup shows you what happens when you’re 12, it’s the Sixties, and you’ve got about a dozen jars of Testors paint at your disposal. Really: a brown body with a pink roof and blue interior?? Let’s not forget the orange brake drums. Oh well. I must have been looking at the cover of Magical Mystery Tour.

This 1967 Ford Falcon looks stock except for that motor sticking out of the hood. The metallic blue paint and silver trim were hand-painted (I spray painted almost nothing, as all the construction was done in my bedroom). Couldn’t tell you when I last saw a real ’67 Falcon.

This 1965 Dodge Monaco convertible had some of the most active eBay bidding among all my models. The bronze color is not paint – the plastic was molded in that color. The car was stock except for the cut hood and blower.

This 1962 Buick 225 convertible is unusual in that I didn’t build it. It was given to me by an older boy who was the son of my father’s co-worker.

In 1964, when the Mustang was introduced, the public was bombarded with print, TV, and radio ads for this exciting new car. One ad gave you the opportunity to send for a 1/25 scale Mustang model (essentially a promo). I did just that, then proceeded to paint the model (and none too well).

In general, in the used model market, unbuilt models sell for more than completed models. This 1975 Firebird was likely the last model I ever bought, and I never built it. I photographed the body with the model’s box in the background.

Another unbuilt model was this Pontiac Tempest, but this one had been given to me in this state by a co-worker in the late 1970s. It also garnered greater interest ( and a better price) on eBay.

A Revell “Fiat Coupe body”, for only 89 cents! I painted the body brown, and that was it. My recollection is that you needed to source everything else (frame, drivetrain, interior) on your own. Let the Fiat jokes begin.

A word about the dioramas:

In many of the above photos, you see the model cars posed on a gravel driveway, with a blue garage in the background. I took photos of my garage, printed them out on 13×17 paper, glued them to poster board, and set them up as a somewhat realistic background. I thought it was effective. Just remember that the mind can be fooled by proportion, as when your cat wanders into the set and towers over your garage.

1978: Car Spotting in Italy

September 11, 2016 RichardReina Cars on the street Alfa Romeo Giulia GT Coupe, Fiat 124, Fiat Dino Coupe, Italy, Lancia Fulvia Coupe, Opel Kadett, Volvo 66, VW Golf GTi

Up until 1978, the extent of my travels by car had taken me to California and back. My sole trip via air was a family vacation to Florida in my late teens. The only time I had been out of the U.S. was a quick trip to Toronto while a college student.

When my mother and several other family members planned a visit to Italy, I signed on, thinking that the food and the cars would offset the less-desirable attribute of traveling with relatives.

We were there for two weeks in September of 1978. The only one in our foursome not fluent in Italian was me, and since we spent most of our time visiting family members, none of whom spoke English, things could get boring. To entertain myself, I would venture out on my own and purchase car magazines (in Italian, natch), and teach myself how to translate automotive technical terms.

My camera for the trip was a Kodak 110 Instamatic, with negatives the size of your pinky nail. It is amazing that the snapshots looked as good as they did. While most of my photos were of relatives, I did capture some interesting machinery on the street. It’s not surprising that the cars which fascinated me 38 years ago are the cars which fascinate me today. Some things, as the cliché goes, never change.

There was no driving by me during this journey. That would change for my next European visit.

BELOW: This Lancia Fulvia Coupe is from the late ’60s/early ’70s and is already an “old car” for the Italian streets. I always admired its tall greenhouse, reminiscent to me of the Fiat 124 Coupe I had owned. Note the lack of a rear bumper.

BELOW: This Volvo 66 (really a Dutch Daf with a Volvo grille) was the first non-U.S. Volvo I had ever seen.

BELOW: This late ’60s Alfa Romeo Giulia GT Coupe is done up to mimic a GTA (on the presumption that it is not a real race-bred GTA). There was no way to determine if the Turbo badging was only an honorary add-on. Like the Lancia, the rear bumper was removed in an effort to add a dash of sportiness.

BELOW: At the time of my visit, I owned a ’77 VW Rabbit. The GTi hot hatch version was something that Americans could only dream about, and here was one barrelling down the strada.

BELOW: While being driven to southern Italy by my mother’s cousin, we were forced to come to a temporary stop while a farmer herded his sheep (and other farm animals) across the road. Admittedly, the photo was actually an attempt to capture the herding, but the Opel Kadett happened to be there. (Based on that crowded back seat, it looks like its driver is doing his own herding.)

BELOW: This Fiat 124 sedan, owned by my mother’s cousin, was our transportation for 8 hours as we were driven to southern Italy. My mom and aunt patiently wait in the back seat for the herding to end.

BELOW: On the streets of Rome, I came across this Fiat Dino Coupe, a car that I had certainly read about, but had never seen until now. Look at the dirt which has been kicked up by the front tire onto the fender and rocker panel – this is someone’s daily driver.

Sunday Morning Breakfast Run, August 28, 2016

August 28, 2016 RichardReina Alfa Romeo GT 1300 Jr., Drives, Events Alfa Romeo GT Junior, Alfa Romeo Spider, BMW Z3, Cadillac Eldorado, Chevrolet Corvette, Chevrolet Nova, Classic car drives, Dodge Viper, Ford Mustang, Porsche 911, Readington Diner

It’s been a hot summer in the Northeast, but the morning of August 28, 2016, dawned with somewhat cool temperatures. This usually means that while it would still get quite warm, the humidity would fail to be oppressive. Most importantly, it gave every indication of staying dry for our breakfast drive, a gathering which we last did back in May.

The usual chit chat before breakfast — **The usual chit-chat before breakfast**

Our turnout today was great: 12 cars and 14 participants. Showing the diversity of our automotive interests, we had a mix of 5 domestics and 7 imports, and almost every decade represented from the 1960s through the 2000s. For a switch, let’s list our cars alphabetically by make (OK, I admit it, I want to get the Alfas first):

Alfa Romeo – THREE! Two ’91 Spiders, and your blogger’s ’67 GT Junior.
BMWs – Three: Two Z3s (one an M), and a rather new 2-series convertible.
Cadillac – a ’66 Eldorado convertible.
Chevrolet – Two: A ’72 Nova, and a C4 Corvette coupe.
Dodge – The Green Viper.
Ford – A late-model Mustang convertible.
Porsche – a late ‘80s 911 coupe.

We're now in the habit of including a fuel and restroom break — **We’re now in the habit of including a fuel and restroom break**

Our breakfast destination was the Readington Diner on Route 22 in Whitehouse Station NJ. Once we got off Routes 287 and 10, the roads were a driver’s delight. The diner was most accommodating, as we called ahead, and there was a table waiting for us when we strolled in at 10:30.

Coffee, food, more coffee, talk, and more coffee finally concluded with the usual “why don’t we do this again soon?” So we will. We’re hoping for at least two more runs this year before our classics are tucked away for the winter.

Enzo's 1991 Alfa Spider — **Enzo’s 1991 Alfa Spider**

Livio's 1991 Alfa Spider — **Livio’s 1991 Alfa Spider**

Richard's 1967 Alfa GT 1300 Junior — **Richard’s 1967 Alfa GT 1300 Junior**

**The BMW 2-series of our Maryland guests**

Larry's 1972 Chevy Nova — **Larry’s 1972 Chevy Nova**

Ron's C4 Chevy Corvette — **Ron’s C4 Chevy Corvette**

Nick's Mustang convertible — **Nick’s Mustang convertible**

Peter's Porsche 911 — **Peter’s Porsche 911**

AUGUST 2016: ALFAS INVADE SOMERVILLE CRUISE NIGHT

August 27, 2016 RichardReina Alfa Romeo GT 1300 Jr., Cruise nights, Events Alfa Romeo, AROC, Somerville Cruise Night

**The Alfas proudly line up for their show**

The Friday tradition known as the Somerville NJ cruise night took place as expected on August 26, 2016. However, the usual swarm of domestic muscle cars and old-school hot rods was invaded by members from the NJ Region of the Alfa Romeo Owners Club (AROC). In total, there were 9 Alfa Romeos present, which was an excellent showing for this sweltering late summer evening.

The club had reached out to the cruise night organizers to request a group parking spot. As has been done in the past for other clubs, the spaces in front of the Somerset County Courthouse were reserved for us. The first Alfa was in place before 5pm, with the majority of cars claiming their spots by 6pm. Based on the steady flow of foot traffic parading past our cars, we can presume that the audience enjoyed the rather unexpected gathering of Italian machinery.

There was great model diversity, with Alfetta GTs, Spiders, a 164, two 4Cs, and your scribe’s GT 1300 Junior. The Junior was the sole vehicle from the 1960s, but we had great representation from the ‘70s and ‘80s.

The 4Cs were the surprise of the evening, with one privately-owned car in attendance, as well as a brand new one from the local dealer, Fullerton Fiat-Alfa (thanks, Dave!).

Old friends got reacquainted, new friends were made, and with darkness arriving by 8pm, most of us were back on the road by then. It was an enjoyable way to spend an evening with like-minded people, and we hold out hope that our local Alfa club can find its way to organize one more gathering before the cars are stored for the winter.

Interior a mix of original and refurbished

Earliest Alfettas put tach in front of driver; speedo pushed to center — **Earliest Alfettas put tach in front of driver, with speedo pushed to center**

A V6-equipped '80s GT Coupe — **A V6-equipped ’80s GT Coupe**

Sixty years later, Alfa still using manual release in door jamb to open trunk — **Sixty years later, Alfa still using manual release in 4C’s door jamb to open trunk**

Test Drive: 1956 Packard Clipper

August 20, 2016 RichardReina Cars on the street, Drives, Events Packard, Packard Clipper

Went to visit my pal Pete yesterday. He’s the family friend from whom I purchased the Alfa. A trip to Pete’s place is always a guaranteed entry into some automotive fun, as he has a nice collection of “older” and “newer” cars, and always gives me a chance to take several of his cars out for drives.

There was no way I could have anticipated the “drive” which was on the horizon this day for both of us.

We were cruising in his 1979 Volvo 265 (original owner, 41,000 miles, AACA Preservation Award winner), with me behind the (thin-rimmed, non-air bag) wheel, when Pete said “see those cars on the left? Pull into that lot”. Those cars on the left were unmistakable, even from a distance of several hundred yards: a first-generation Corvair sedan, and a mid-fifties two-tone Packard sedan. I stopped the car. Pete got out and said “let me find the guy”.

**1956 Packard Clipper Custom 4-door sedan**

The guy was the proprietor of the gravestone marker business in whose parking lot we were sitting. Pete returned within moments, the Packard’s keys clutched in his hand, the guy right behind him. They were discussing a test drive route in the area. The guy motioned for me to climb in, said to both of us “have fun”, and went back to tend to several ladies who were shopping for granite.

Packard from the rear: it's as large as it looks — **Packard from the rear: it’s as large as it looks**

“We” were going for a test drive in this car, a 1956 Packard Clipper 4-door sedan.

Steering wheel feels 3 feet wide - it just that modern wheels are so much smaller — **Steering wheel feels 3 feet wide – it’s just that modern wheels are so much smaller**

Observation #1: there is a lot of room in the front seat of a ’56 Packard. The bench seat, combined with a dash barely extending out from the windshield base, provides a lot of stretch-out space. Pete, who is fit and slender, looked lost behind that enormous steering wheel. With the key in the ignition, the big V8 fired right up. Pete moved the column-mounted shifter into “R”, which on this car is at the far right, next to “L” (can’t say “PRNDL” here), and backed the car out of its parking spot.

Observation #2: a 1956 Packard does not have seat belts, unless some previous owner had decided to install them at some point during the car’s 50 years of life. No previous owner had made that decision here.

Grad rope is in lieu of belts; note obigitory ashtray — **Grab rope is in lieu of belts; note obligatory ashtray**

As we headed toward the road, a busy two-lane highway with a de facto speed limit of around 60, I asked Pete “are we turning left or right?”

Pete: “left”.

To myself: “oh shit”.

We both were trusting that this rig would not stall when the gas was mashed, that the steering wheel would at least pretend to be vaguely connected to the front tires, and that the brake pedal would not sink to the floor upon initial application. In other words, there was no parking lot test drive before stepping out to play with Friday’s traffic.

Pete successfully made the left turn, and the car was up to 50-55 with little effort. We cruised for several miles at that speed. I noticed that with Pete’s hand steadily on the wheel, the steering did not need constant correction in order to continue straight – impressive (and certainly not how my ’57 Ford steered).

**Orange valve covers out of place on green engine block**

The road started downhill, the posted speed limit dropped to 40, there was construction on the right, an 18-wheeler was behind us, and the traffic light up ahead turned red. We needed to slow down QUICKLY. Pete braked with his left foot. The car dove to the right, he let up on the pedal, reapplied the brake, and the car darted left. The brakes pulled badly. The tractor trailer, in Pete’s words, was “up my butt”. To his credit, Pete controlled that big wheel, modulated the brakes, and got us safely stopped. Speaking of stopped, my breathing did for about 10 seconds. I recovered. Did I mention that the car had no seat belts?

**Battery, hoses, clamps look recent; otherwise things look refreshingly original**

As we turned left into a residential area, I was relieved to be away from that busy 2-lane. This was when Pete pulled over, put it in Park, and said “OK, your turn”. I had not driven a ‘50s-era automobile in many years. I had never driven a Packard. This was going to be a thrill.

With the transmission back in “D”, I pulled out onto the quiet 25-mph street. The car’s power steering certainly was effortless, but inputs did have a direct effect on the car’s direction. Accelerator tip-in was fine, and the V8 had lots of torque. The most remarkable observation during the test drive was the car’s ride. It was supple without being too floaty. There was nary a squeak or rattle from any of the four corners. The car handled better than a 2-ton ‘50s American car would be expected to handle. (And this on bias-plies.)

**Kids: handle on right controls door window. Rotate one direction to raise, the other to lower**

The two issues with the car were the aforementioned (drum) brakes, which needed adjustment or perhaps a service, and the transmission, which needed its quadrant adjusted, and which at one point during a downshift made a groaning sound.

The car’s odometer indicated 57,614 miles, and Pete and I agreed that nothing we saw before, during, or after our test drive would give us reason to doubt those miles were original.

Car's styling rivals anything else from Big 3 for '56; note exhaust pipe — **Car’s styling rivals anything else from Big 3 for ’56; note exhaust pipe**

Back at the gravestone store, I parked the Packard exactly where we had found it. Pete ran the keys back to the owner. It was then that I got the story that the Packard (and the Corvair) had belonged to the owner’s father, who passed away a year ago. He was just getting around to putting them up for sale. The ask was $16,000. Pete told him that he would think about it.

I know that Pete would love to have the car, but like many of us, he has an issue with room. His 4-car garage is full, and there’s still one (newer) car outside. Additionally, at almost 19 feet in length, there’s some doubt that it would fit (unless one drilled holes in the wall for the Dagmars). This car looks like it’s had one high-quality repaint but otherwise appears to be in fine original condition. It’s just several weekend’s worth of detailing away from being an HPOF candidate at an AACA event.

Front & rear badges say "Clilpper"; "Packard" is in small font on side of decklid — **Front & rear badges say “Clipper”; “Packard” is in small font on side of decklid**

Observation #3: a 1950s-era Packard motorcar would make a fine addition to anyone’s car collection.

SIDEBAR: 1956: the year of the last “real” Packards

The history of the Packard Motor Company is a fascinating study of how a successful maker of some of America’s finest luxury cars still managed to go out of business. It is impossible to go into great detail here, except to note that by the 1950s, Packard merged with Studebaker, and finally replaced its straight-8 engine with a V8 for 1955. But there was much more to the 1955 Packards than that. Quoting from my copy of the Encyclopedia of American Cars, by the Auto Editors of Consumer Guide:

“… the 1955 Packard was a technological marvel. Prime among its wonders was “Torsion Level” suspension: long torsion bars connecting front and rear wheels on each side. A complex electrical system enabled the suspension to correct for load weight, and effectively interlinked all four wheels for truly extraordinary ride and handling despite two-ton bulk…. …these were impressively fast and roadable cars…. Customers were scared away by … the ’55 Packards’ notorious quality and service problems. Ironically, the ‘56s were better built….”

Their write-up goes on to say that in a truly desperate move, Packard decided that the “Clipper” would be an entirely separate make for 1956:

“Besides registering the name as a distinct make, (company President James J. Nance) decreed separate Clipper and Packard dealer signs…. As a final touch, “Packard” appeared nowhere on ’56 Clippers except for tiny decklid script – and some didn’t even have that.”

By the 1957 model year, Packards were being built in South Bend, Indiana on restyled Studebaker bodies. It was the end of an era. But reading the above, it’s now understandable why our test-drive car rode so well (and why I’d want to learn more about the suspension’s electrics before plunking down my hard-earned cash). I also had no idea that “Clipper” was a separate make in 1956, which explains the badging on this particular car. Based on the quality and the engineering of the example we drove, it is a shame that Packard did not survive.

German Once More: My 1977 Audi Fox Wagon

August 14, 2016 RichardReina Family cars Audi, Audi Fox wagon, Smythe Volvo, VW Dasher

After buying new cars in 1977 and 1981, I decided to try to save a little money by returning to something used. Both of the new purchases had been Volkswagens, and my overall experience had been good. Although I was working for a Volvo dealer, the Swedish car maker’s then-current lineup of 240s, 260s, and 700s were too large and staid for a single dude like me. I liked the fuel economy, hatchback utility, and front wheel drive of these German subcompacts.

In the summer of 1984, the dealership where I was employed, Smythe Volvo, took in a 1977 Audi Fox station wagon on trade. The outside of the car looked scruffy, but the interior was OK, there was no significant rust, and the mileage of 79,500 was about what you’d expect on a 7-year-old car. Besides, it was a stick (an automatic would have been a deal-breaker). The car was what you might call a “beater”, and my rationale was that since I was mechanically inclined, a beater would give me a cheap entry price and allow me to perform my own maintenance and repairs as necessary.

The '77 Audi Fox, soon after purchase — **The ’77 Audi Fox, soon after purchase**

I spoke to Bill Smythe, one of the dealer principals, about buying the wagon. He seemed reluctant at first, but then relented, and sold me the car for $850 (plus tax & registration; they were kind enough to waive any doc fees).

The Audi Fox was the mechanical equivalent to the VW Dasher of the day (and not to be confused with the later VW Fox). As such, its engine sat longitudinally, not transversely like my two previous VWs. The Audi interior was likely a slight upgrade over its Dasher cousin. Other than that and an Audi grille, the Fox and Dasher were almost indistinguishable from each other.

**The farther from the lens, the better it looked**

The first issue I had with the car was oil consumption – by now, I knew the problem was valve stem seals, and I had one of the techs in our Service Department take care of it for me as a side job. I attended to the wipers/brakes/tires, to assure that they were good. The problem with the Fox, though, was typical of ‘beaters’ as they teeter toward the end of their useful lives: it was nickel-and-diming me to death.

Once I got the oil consumption conquered, the exhaust system fell off. The car ate front brake pads every 7-8,000 miles, and I didn’t know why. The radiator sprung a leak and needed replacement. That’s when I saw that every coolant hose was dry rotted. I blew out an almost-new Michelin tire on a sewer grate (not the car’s fault, but still….).

"We" failed inspection- note the sticker. One friend gave car the nickname "Worm wagon" (see plate) — **“We” failed inspection- note the sticker. One friend nicknamed it the “worm wagon” (see plate)**

While each one of these repairs was simple enough, and none of them broke the bank, it became obvious that the previous owner had neglected the beast. Confidence that the car would get me to my destination and back began to slip away.

Looking good in Adirondack scenery — **Looking good immersed in Adirondack scenery**

One of the final indignities was the fuel pump failure, which happened at a buddy’s house in Brooklyn. I borrowed a car to drive home and get a replacement part, because I had the bright idea to replace the pump in his driveway (in November) in order to save a tow charge. Sure, I got it done, but adding up the time and effort, towing it may have been the better decision.

In front of my brother's house, behind his '81 Ford Escort — **In front of my brother’s house, behind his ’81 Ford Escort**

By early 1986, after two and a half years, it was time to quit. According to the log book I kept, I got rid of it at 110,000 miles, which looking back, surprises me. My memory is of a car which almost constantly needed attention, yet, it carried me over 30,000 miles. Nevertheless, it was time to switch brands. After three Volkswagen products in a row, for the next car, I would be turning Japanese for the first time.

Hemmings Sports & Exotic Car Show Report, August 6, 2013

August 7, 2016August 7, 2016 RichardReina Car shows, Events Alfa Romeo Spider, Fiat 124 Spider, Hemmings, Hemmings Sports and Exotic Car Show, Saratoga Automobile Museum, Saratoga Springs NY

The good folks at “Hemmings”, publishers of several well-known collector car magazines, held their 11^th annual Sports & Exotic Car Show on the grounds of the Saratoga Automobile Museum in Saratoga Springs, NY. The event took place on Saturday, August 6, 2016. In spite of a threatening forecast (and a published rain date of Sunday August 7), the organizers decided to press on, and the weather cooperated, as the show field remained sunny and dry, if a bit warm.

The show was open to “sports cars, GTs and exotics built outside the United States prior to 1992.” Those with newer imports were still welcome to attend, but would not have their vehicles judged.

My good friend Peter agreed to accompany me (and did most of the driving – thanks Peter!). Since I had attended one Hemmings show at the same location two years prior, I had reason to expect a professionally-run event, with a decent turnout and quality cars. We were not disappointed.

Arriving by 10:30 a.m., the show field was almost completely full. Cars were arranged by class, which for the majority of attendees was Country of Origin. As in years past, this show had several Featured Classes, including pre-1992 Jaguars, Porsche 356s, and Toyota Sports & GT cars. The big attractions for me were the two Italian Featured Classes: Fiat 124 spiders and Alfa Romeo spiders. Both the Fiat 124 spider and the Alfa Duetto/spider were celebrating their 50^th anniversaries.

The entire event had a relaxed and casual feel to it. Most cars were prepped for judging, but unlike some other judged shows, the owners seemed carefree. (No one was spotted picking blades of grass out of their tire treads.) Everyone lazily walked the grounds, chatted up the drivers, and shared their stories. The verdant setting helped with the “stroll in the park” ambiance.

At 2 p.m. sharp, the Awards Ceremony began. There was a 2^nd place and 1^st place trophy for each of 13 classes. (I believe judging was done by that time-honored method known as “which cars do we really like?” Nothing wrong with that, either.) The winners were lined up and slowly driven past an admiring audience. By 2:30, it was over.

Hemmings hold two shows each year in Saratoga Springs, this one, and the larger Concours d’Elegance in September. If you haven’t been, either is highly recommended.

BRITISH

This 1968 Triumph 250 was voted “Best of Show”. It was immaculate, and it deserved it.

This Sunbeam Tiger was in a most unusual shade of baby blue, and we’re unsure if the color was an original choice from the factory.

Triumph Spitfires have marvelous engine access.

MG-TFs carried the marque’s octagonal badge shape to the instrument cluster.

This Austin-Healey Bug Eye Sprite was even cuter sans bumpers.

A Jaguar XK8 Coupe.

A rarely-seen Lotus Elan +2.

GERMAN

Porsche 356s were one of the Featured Classes.

Two of the more striking ones in attendance.

This 1960 356 coupe is an unrestored survivor.

One of my show favorites: this 1969 911 has been with the same owner for 25 years. Paint was peeling off the driver’s door. He told us he didn’t care; he owns the car to drive it.

There were German cars there besides Porsche. This Mercedes Benz 230-SL had a side-facing rear jump seat.

An Opel GT, sold new in the U.S. by Buick dealers.

Another favorite: this 1979 Ford (not Mercury) Capri had been privately imported. The car was tastefully modified, was clean and straight, and must be a hoot to drive.

SWEDISH

This Volvo 123GT looked authentic; at least it wore the correct badging. I don’t think I’ve seen an actual 123GT in about 20 years.

This was the only Volvo 1800 at the show.

FIAT 124 SPIDERS

There were about 20 Fiat 124 spiders at the show, with cars from the first generation (late 1960s) right through to the Pininfarina-badged cars of the mid-1980s. As a former Fiat owner, it was difficult for me to believe that this many survived. Best of all, the owners were there just to have a blast. Bellissimo!

An early car: in addition to the chrome bumpers, note the slatted grille, and the small, round side marker lights.

The placard claimed this to be an unrestored survivor.

We spoke at length to the owner of the Positano Giallo car. He recently bought this car after it had sat, unused, in the previous owner’s garage for 30 years. There had been a small carb fire, and that owner gave up on it. The new owner refreshed the fluids, washed off 30 years of dust, and here it is.

This beauty took home 2nd place in this class.

More, more, more

The Pininfarina cars got their first dashboard redesign.

Here you see the 124 Spider tail lights evolve and enlarge.

OTHER ITALIAN

The Alfa class was disappointingly small. However, the cars that were there were gems.

Fine Italian jewelry:

This Duetto, striking in grey, took 1st place in its class.

Modern Alfas, in the guise of a 4C coupe and 4C spider:

A Lancia Fulvia Coupe.

LICENSE PLATES

Back to Print: True’s Automobile Yearbook for 1960

July 31, 2016 RichardReina Print material 1960, automotive history, automotive safety, Fawcett Publications, flying cars, new cars for 1960, Tom McCahill, True Magazine

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: True magazine’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.

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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.

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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.

scan608

More telling is this list of the “25 Best Selling Imports as of Jan. 1, 1959”. Number One is no surprise. But the 2^nd 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 (14^th), BMW (19^th) and Porsche (22^nd); 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?

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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.

scan610

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.

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EPILOGUE: The Milesmaster Fuel Pressure Regulator, only $6.95, guaranteed.

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Scans are from “TRUE’S Automobile Yearbook for 1960”, which is in the author’s personal collection.

Auction Report: Mecum, Harrisburg PA, July 2016

July 24, 2016 RichardReina Auctions, Events collector car auctions, Harrisburg PA, Mecum, Pennsylvania Farm Show Complex

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.

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.

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.

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.

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.

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?

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.

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.

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.

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.

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.

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.

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.

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.

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.

richardscarblog

All automotive, all the time

Author: RichardReina

Carlisle Auction Report, Fall 2016

A Boyhood Spent Building Scale Model Cars

1978: Car Spotting in Italy

Sunday Morning Breakfast Run, August 28, 2016

AUGUST 2016: ALFAS INVADE SOMERVILLE CRUISE NIGHT

Test Drive: 1956 Packard Clipper

German Once More: My 1977 Audi Fox Wagon

Hemmings Sports & Exotic Car Show Report, August 6, 2013

Back to Print: True’s Automobile Yearbook for 1960

Auction Report: Mecum, Harrisburg PA, July 2016